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    • 专利摘要:
    Systems and methods for communicating avionic-type data to a non-avionic-type device located outside the cockpit of an aircraft are provided. A method may include the steps of receiving a request to receive avionics data from avionics systems from a non-avionics client device; determining the distance between the non-avionics device and the cockpit of the aircraft; and adjusting the sending of data in response to said request according to the determined distance. Developments of the invention describe the use of a wireless access point associated with a secure gateway determining the rights of access to avionic data by the non-avionic device, various sending adjustments and / or d 'display based in particular on distance, threshold management, different indoor positioning techniques, unilateral or bilateral communications, various notifications, the use of connected thin clients (eg headset, watch, glasses, etc.).
    公开号:FR3084228A1
    申请号:FR1800789
    申请日:2018-07-20
    公开日:2020-01-24
    发明作者:Laurent CASTET；Renaud ERBA；Frederic SANCHEZ
    申请人:Thales SA；
    IPC主号:
    专利说明:

    CONTINUITY OF ACCESS TO AVIONIC DATA OUTSIDE AN AIRCRAFT COCKPIT
    Field of the invention
    The invention relates to the aeronautical field in general and more particularly to methods and systems for the continuous access to avionic data outside the cockpit, the management of avionic data and the distribution of displays as well as the management of flight parameters emitted by a non-avionics device.
    State of the art
    Access to avionics data (data subject to a high level of integrity and security and which are manipulated by the numerous functions or systems enabling flight control to be carried out) is generally only possible from the cockpit where data are collected. all interfaces that allow interaction with these functions and systems.
    If the pilot leaves the cockpit for any reason (eg rest period during a long-haul flight for example, toilets, etc.), he no longer has access to this data, thus creating a break in the realization of his mission. There are therefore spatial boundaries which condition access to the desired data.
    On board an aircraft, there are several places in which consultation and / or data editing interfaces exist. These places can be spatially dispersed and can generate numerous trips (fatigue, loss of time, risk of error, passenger disturbance, etc.) or prove to be inconvenient in the layout of the cabin, or even too accessible to passengers.
    Pilots or co-pilots are not the only ones who need to access avionics data. Flight attendants also sometimes have to interact with avionics functions and subsystems, which can cause a lot of movement on the plane. These interactions can cause fatigue, stress, and can also disturb passengers in the cabin. In other words, mobility in the aircraft can be contradictory to the effectiveness of decision-making, due to the limitation of actions recorded in space.
    These technical problems currently have no technical solutions. Some patent documents describe the use of passenger screens (acronym IFE for "In Flight Entertainment"). These approaches have limitations (e.g. availability of screens, confidentiality and security, etc.).
    Patent document US9284045 describes techniques for simplifying the operation and maintenance of an aircraft by configuring an avionics unit to communicate wirelessly and receive data linked to the avionics in a transparent manner. In embodiments, an aircraft is equipped with a certified avionics device configured to be installed in the aircraft. The system includes a memory card reader and an associated memory card. The memory card includes a wireless transceiver to facilitate communication between the avionics unit and a mobile device (for example, a computer, tablet or smartphone using an appropriate application, a portable avionics device, etc.). This approach has limitations.
    There is a need for advanced methods and systems for continuous real-time access to avionic data outside the cockpit, in particular in terms of consultation and modification of avionic data.
    Summary of the invention
    The invention relates to systems and methods for communicating avionics-type data to a non-avionics-type device located outside the cockpit of an aircraft. A method may include the steps of receiving a request to receive avionics data from avionics systems from a non-avionics client device, determining the distance between the non-avionics device and the cockpit of the aircraft; and adjust the sending of data in response to said request according to the distance determined. Developments of the invention describe the use of a wireless access point associated with a secure gateway determining the rights of access to avionic data by the non-avionic device, various send and / or transmission adjustments. 'display based in particular on distance, threshold management, different indoor positioning techniques, unilateral or bilateral communications, various notifications, the use of connected thin clients (eg headset, watch, glasses, etc.).
    Advantageously, the embodiments of the invention will be used in commercial or military airliners by the various personnel in charge, in particular pilots, cabin crew (cabin crew) and maintenance agents.
    Advantageously, in particular during long flights, the embodiments of the invention allow continuous connectivity of users with avionics systems.
    Advantageously, the embodiments according to the invention allow great mobility and freedom of movement, due to the use of secure clients that are light, ergonomic and not very intrusive.
    Advantageously, the embodiments of the invention improve the safety and security of the flight by allowing the pilot to keep in touch with the operational mission at all times, and therefore even outside the cockpit.
    Advantageously, the embodiments of the invention can help reduce the workload and therefore the risk of human error.
    Advantageously, the regulation methods of the invention can improve flight safety by providing mission continuity (in time and in space), while limiting activities with lower added value and reducing risk of human error.
    Advantageously, the embodiments of the invention make it possible to synchronize the various personnel dispersed in the aircraft on the same information, reliable and consistent. In addition, new possibilities for interaction between flight crews are becoming possible.
    Advantageously, the embodiments according to the invention allow an optimized presentation of the different data depending on the device worn. Indeed, 5 the user interfaces can be adapted to the dimensions and resolutions of accessible screens considered as a whole (e.g. cooperation between screens i.e. spatial distribution of the display).
    Advantageously, the embodiments of the invention allow the use of data from the open world (e.g. data crossing, correlation, inference, application of logic rules, etc.), in addition to data of avionic type. The combined data can thus be enriched and improve aviation safety and security (high level consolidated information with high added value)
    Advantageously, an embodiment of the invention makes it possible to access merged and synthetic information, based on data which normally can only be consulted through specific media, not co-located and without the possibility of simply superimposing them. to draw 20 consolidated and relevant information.
    In particular, the invention makes it possible to merge data from the avionics world (computers and functions on board the aircraft) with data from the open world ("Open World", which can come from the ground or from other 25 aircraft). The accessible data therefore cover both the avionics world and the open world.
    In addition the presentation of the data can be improved in order to provide
    I the most ergonomic, the most synthetic and the most relevant information possible. The invention enables remote interaction between users and the functions of the avionics world, as well as between the users themselves.
    Advantageously, the embodiments make it possible to reduce the stress of the crew thanks to the notification functions on the thin clients, avoiding unnecessary trips on the plane (hitherto imposed to go to the source for checking information eg between the cockpit and cabin). The embodiments of the invention may allow new interactions between crew members.
    Advantageously, certain embodiments of the invention make it possible to reduce activities with low added value, by providing enriched information (data processing is automated, ie carried out in part by avionic systems, which are responsible in particular for processing and assimilate information in a raw or low level).
    Advantageously, the embodiments of the invention make it possible to reduce the risks of human errors.
    The embodiments of the invention generally make it possible to make operating gains (focusing users on carrying out activities with high added value).
    Description of the figures
    Other characteristics and advantages of the invention will become apparent with the aid of the description which follows and from the figures of the appended drawings in which:
    FIG. 1 illustrates certain aspects of the general architecture of the embodiments of the invention;
    FIG. 2 illustrates an embodiment of the invention, in which the distance in space between the cockpit and a thin client is manipulated for access to the avionic data;
    FIG. 3 illustrates examples of user interface on a connected watch according to an embodiment of the invention;
    Figure 4 illustrates the sending of a flight command or a flight parameter from one or more avionics thin clients via the secure gateway and the access point.
    Detailed description of the invention
    Certain technical terms and environments are defined below.
    An aircraft is a means of transport capable of evolving within the Earth's atmosphere. For example, an aircraft can be an airplane or a helicopter (or even a drone).
    An “avionics system” (or “avionics type system”) is a system having specific technical characteristics in comparison with a “non-avionics” system (or “non-avionics type system” or “open world”), these technical characteristics being administratively certified by a safety surveillance authority (in this case the aeronautical regulator).
    The aircraft includes a flight deck and avionics bunkers. Within these are avionics piloting and navigation equipment installed by the aircraft manufacturer (certified by the aeronautical regulator in a so-called “TC” type certificate), avionics equipment installed by the aeronautical equipment supplier ( certified by the aeronautical regulator within an additional type certificate called "STC") and optional non-avionic equipment whose use is approved by the aeronautical regulator within an operational approval called "Ops Approval").
    Concerning the distinctive technical characteristics of an avionics system, a system - generally, ie avionics or non-avionics - can present or be associated with a predefined failure rate (among a range of predefined failure rates), a rate of failure including or determining a predefined execution error rate.
    In one embodiment, the failure rate of an avionic type system is lower than the failure rate of a nonavionic type system. In one embodiment, the failure rate of an avionics system is significantly or substantially lower than that of a non-avionics system.
    An avionics system designates a reliable system (or one with guaranteed reliability). It is a system whose failure has consequences that exceed accepted or acceptable limits, and therefore feared. A failure can be characterized by the loss of the considered function, or by the production of erroneous data, with or without detection of an error. Depending on the level of criticality of the feared consequences, the probability of occurrence must be kept below an acceptability threshold. Thus, the more critical the consequence, the lower the probability of acceptable occurrence. For example, in aeronautics, a catastrophic event (multiple deaths) should have a probability of occurrence less than 10 Λ -9 per flight hour, while a major incident (reduction of safety margins and operational capacities, discomfort or minor injuries) should have a probability of occurrence less than 10 Λ -5 per hour flown. To ensure these objectives, the architecture of the avionics system (made more reliable) as well as the design of each component guarantee this probability of occurrence by guarantees of failure rate of each equipment (physical failures) and levels of verification (functional coverage and structural test) software.
    These requirements impose a significant design and verification effort, and impose a limitation in the complexity of the processing implemented.
    Conversely, the failure of a system which is not reliable, or whose reliability is not guaranteed (non-avionics system) has consequences deemed tolerable, non-critical, or even without significant operational impact. The requirements on architecture, physical components or software processing are therefore lower, and allow more complex processing, and a reduced development and verification effort compared to a reliable system.
    In general, an avionics system is associated with a lower physical failure rate and a higher logical verification than those of a non-avionics type system.
    Embodiments are described below.
    Concerning in particular the general architecture for managing and accessing data outside the cockpit, a method is described for the communication of data of avionic type to a device of non-avionic type located outside the cockpit of an aircraft, the method comprising the steps of: receiving a request to receive avionics-type data from one or more avionics systems located at a reference point in the aircraft from a non-avionics client device; determining a connection parameter between the non-avionics client device and the reference point; adjust the sending of data in response to said request depending on the binding parameter determined.
    In one embodiment, a method is described for the communication of avionic type data to a non-avionic type device located outside the cockpit of an aircraft, the method comprising the steps consisting in: receiving a request aimed at receiving avionics type data from one or more avionics systems from a non-avionics client device; determine a connection parameter, such as the distance between the nonavionic device and the cockpit of an aircraft (eg of the aircraft, or of the cockpit of an escort plane), adjust the sending of data in response to said request as a function of the determined distance.
    In one embodiment, the link parameter comprises one or more space and / or time parameters characterizing the relationship between the non-avionic client device and one or more avionic systems, the link parameter notably comprising the physical distance between the non-avionics client device and the reference point in the aircraft, and / or the quality of service associated with wireless communications between the non-avionics client device and the reference point in the aircraft, and / or a predefined access right associated with an avionics device and / or the non-avionics client device.
    Depending on the embodiments, the link parameter may vary. The link parameter qualifies the relationship between the non-avionics device and another spatial reference point in the aircraft. The parameter can be of space and / or time nature. The non-avionics device can be associated or related to the user. The link parameter can therefore also include, for example, the grade of the user and / or the seniority of the user who uses the device (management of access rights). The connection parameter can include the location of the device relative to a reference point, which can be the cockpit but also other parts of the aircraft such as an emergency door, a rest room, a passenger seat or PNC, etc. The link parameter can include quality of service (QoS) indicators, such as the stability and / or speed of communications on board the aircraft (e.g. connection quality, time lag or lag, etc.). In one embodiment, the link parameter includes one or more time criteria (eg certain responses must be made according to predefined time intervals, neither too early nor too late, which can indirectly indicate a response from a human person and / or constitute a secret associated with the mode of communication In one embodiment, the link parameter is a synthetic parameter, ie which combines or aggregates several of the parameters set out above.
    In one embodiment, the aircraft can be a remote-controlled drone and conditions relating to the link parameter can be critical (for example the distance determined between the control station and the drone at a given instant can condition the sending and / or receiving data). Communications, if any, are made by HF, VHF or SatCom.
    In one embodiment, the reference point is the aircraft cockpit. In one embodiment, the reference point is the cockpit of another aircraft (for example an escort). In other embodiments, the reference point can be an emergency door, or a rest room, or a passenger seat, etc.
    In one embodiment, the request is received by a wireless access point associated with a secure gateway, said secure gateway determining the rights of access to avionic data by the non-avionic device. In one embodiment, the secure gateway for the exchange of data between avionics systems and non-avionics systems implements functionalities including routing rules, management of communication ports to authorize or prohibit communications and management of protocol layers . In one embodiment, the step consisting in adjusting the sending of data is also a function of the display and / or calculation capacities of the non-avionic client device. In one embodiment, the sending of data is reduced or stopped or increased or modified if the determined distance is above or below thresholds or ranges of predefined thresholds. In one embodiment, the step consisting in determining the distance or the position between the non-avionic device and the cockpit of the aircraft being carried out by application of one or more technologies including positioning by FM radio footprint, by use of a Bluetooth BLE beacon network, by the use of an RFID beacon network, by the use of a ground sheet with on-board sensor networks, by combination of RFID and WLAN technologies, by recognition of 'images, by ultrasound and angle of arrival techniques, using an inertial unit, and / or positioning by measuring the ambient magnetic field. In one embodiment, the communications are unidirectional from avionic systems to the nonavionic device, said communications comprising one or more notifications according to one or more modalities, comprising a visual, sound and / or vibrational modality. In one embodiment, the communications are bidirectional between the avionics systems and the non-avionics device. In one embodiment, the non-avionics device comprises a headset and / or a connected watch and / or a pair of connected glasses. In one embodiment, the method further comprises a step of sending data from the non-avionics client device to the avionics systems of the cockpit, the sending being wireless from predefined and non-public areas of space in the aircraft, and / or via wired connections not accessible to passengers. In one embodiment, the method further comprises one or more of the steps consisting in conditioning the sending of data to the prior registration of the non-avionic device with the cockpit, in carrying out a secure authentication step and / or biometric, to verify the physiological conditions of the wearer of the non-avionics device, and / or to encrypt the communications.
    Concerning in particular the management (fusion, assimilation, learning, etc.) of the data and the display methods and / or the aspects described above, there is described a method for the communication of data of avionic type to a thin client device of non-avionics type, the method comprising the steps of: - receiving and displaying avionics data from a plurality of avionics systems; - modifying the avionics data received, by adding or deleting or merging data; - displaying the modified data on a or several non-avionics thin clients. In one embodiment, the data of the avionic systems are accessible to the non-avionic thin clients via a wireless access point associated with a secure gateway comprising routing, access right management and protocol layers. In one embodiment, the communications between the avionics systems and the nonavionics thin clients being multiplexed. In one embodiment, the method further comprises the step of exclusively associating one or more avionics systems with one or more non-avionics devices. In one embodiment, the method further comprises the steps of determining the computing and / or display resources of a nonavionic thin client, called target resources; and adjusting the display of the modified data on said non-avionics thin client according to said target resources. In one embodiment, the display step consists of distributing the display on one or more pre-existing screens, in particular of the IFE type, located near the non-avionics device. In one embodiment, the method further comprises the step of projecting, near a carrier of a non-avionics thin client, an image representing the avionics data modified on one or more supports which do not constitute a priori screens. display by distorting the projected image so as to conform to the roughness and / or discontinuities of the surfaces on which the image is projected. In one embodiment, the method further comprises a step of determining a subjective view of the wearer of the non-avionics device using a camera carried by said wearer. In one embodiment, several non-avionics thin clients communicate with each other via the secure gateway. In one embodiment, a non-avionics thin client is a connected headset and / or a connected watch and / or a pair of connected glasses.
    Concerning in particular the flight parameters handled from a thin client, and / or the aspects described above, a method is described for the communication of avionic type data to a device of nonavionic type, the method comprising the steps consisting in: - receive a flight parameter from a non-avionics thin client; - determine or receive physiological data and / or biometric data associated with the wearer of the non-avionics thin client; - condition the insertion of the flight parameter in an avionics system to the satisfaction of predefined conditions relating to physiological and / or biometric data. In one embodiment, the method further comprises a step of determining the distance between the non-avionics device and the cockpit of the aircraft; and the predefined conditions also relating to said determined distance. In one embodiment, the method further comprises a step of verifying the integrity of the transmitted control message / flight parameter and / or an encryption step. In one embodiment, the physiological conditions are related to one or more parameters including gaze tracking, eye movement tracking, gaze fixation, cortisol level, heart rate, variability of this heart rate , one or more markers of the activity of the parasympathetic system, respiratory rate, skin temperature, sweating level, skin conductivity, pupillary dilation, an electrocardiography signal, an electroencephalography signal, and a magnetoencephalography signal. In one embodiment, the method further comprises a step consisting in associating the flight command received with a plurality of elementary requests communicated to several avionic equipment, said requests being in particular associated with one or more API programming interfaces. In one embodiment, the flight command (or data or flight parameter) is communicated by audio channel and processed by voice recognition. In one embodiment, the method further includes a step of broadcasting a message from an avionics system to the nonavionics thin client. In one embodiment, the message is reproduced according to one or more form modalities chosen from a vibration, a sound, an image or a video. In one embodiment, the message is a configurable or deactivable or acknowledgeable notification. In one embodiment, a non-avionics thin client is a connected headset and / or a connected watch and / or a worn computer and / or a bracelet.
    In one embodiment, an avionics system is associated with a lower physical failure rate and a higher logic check than those of a non-avionics type system.
    In one embodiment, an avionics system is associated with an exhaustiveness of the tests and / or verifications greater than those of a non-avionics type system.
    FIG. 1 illustrates certain aspects of the general architecture of the embodiments of the invention.
    Data from the avionics type cockpit 110 is communicated to a secure gateway 120, which serves (directly or indirectly via non-avionics subsystems) one or more thin clients of the tablet (or laptop computer) type 141, mobile phone 142, watch connected 143, connected glasses 144, connected headset 145 (eg Bluetooth or Wifi, external, implanted, etc.) or according to other display and / or information display systems (not shown), which in particular include a headset handset -micro (a microphone can in particular operate by bone conduction), a pico-projector, etc. Even more generally, a thin client can be a wearable computer, in any form (pico-projector bracelet, retinal implant, e-textile, etc.).
    In one embodiment, a thin client runs a mobile application. In the remainder of this document, the software application that runs on the connected device will be called a "local application".
    The local application on the device is connected to the avionics world (for example by wifi) via a secure gateway, itself connected to the various on-board functions or computers (via the avionics network, for example in AFDX), as well as to other open world data sources 121. Conceptually there is no limit to the number of connected users. In addition, users can cover various profiles (pilots, PNC). Local applications adapt to both the type of device connected (available resources and display capacities) and the user's profile (selection of relevant data depending on the type of user’s mission).
    Operationally, the number of users may however be limited due to the network capacities and the security constraints to be managed.
    In an optional embodiment, a local application can rely on a third-party application which runs in addition to the local applications.
    This third-party application can, for example, act as a proxy for the local functions which interact with the avionic functions through the third-party application.
    This third-party application can be hosted by the secure gateway itself or by a third-party machine, not necessarily mobile, located in the open world and which connects to the gateway via the wireless access point (for example wifi). In the remainder of this document, we will speak of the "central application" to designate this third-party application.
    In one embodiment, the method according to the invention allows interactions between thin clients and avionics functions (e.g. placing integrated commands at a high level of abstraction)
    Secure gateway
    This gateway allows communication between the "open world" and the avionics world. Generally, this gateway can be in charge of the following functions:
    - routing function (the gateway has a configuration function which allows authorizing or prohibiting connections (111 and / or 112) between the equipment of the avionics world and that of the open world via routing rules);
    - security filtering function: the gateway has a configuration function which allows authorizing or prohibiting communication between devices, for example via specified ports (firewall or firewall functions in English), in particular in the sense of the open world towards the avionics world 112 which requires a high level of data integrity;
    - protocol layer management function: the gateway has functions for transforming specific avionics protocols into open world protocols (for example TCP / IP or UDP / IP) and vice versa.
    More generally, avionics and non-avionics systems interact through a regulatory body, such as the secure gateway. The principles of regulating exchanges between avionic systems and non-avionic type systems can be diverse.
    The different methods can take into account (ie modulate directly or indirectly) one or more of the following parameters: a) the directionality of the exchanges (unidirectional and / or bidirectional, static and invariant over time, or evolving, for example depending on the context b) the form of the data exchanged (eg data format, type of protocols, translation / bridging, etc.). Compression or transcoding algorithms can be used, c) the background, i.e. the nature or quality of the objects communicated; these objects can be filtered, censored, adapted according to the needs of avionics, etc. d) the quantity (or volume) of data exchanged. Avionics generally should not be overloaded (resource management and error propagation), monitoring volumes and adjusting them is advantageous, e) privileges or priorities associated with data and / or hardware systems. The allocation of roles, privileges or priorities can be predefined or dynamic. The architectures or models can be varied: master / slave systems, scalable or not, peer-to-peer networks, etc.
    Wireless access
    In one embodiment of the invention, the system for accessing data outside the cockpit comprises a wireless access point 130 (WiFi or Li-Fi or other; Li-Fi for Light Fidelity is a technology of wireless communication based on the use of visible light, wavelength between 480 nm and 650 nm) This access point is used by open world equipment to connect to each other or to connect to the gateway to communicate with avionics equipment. It also provides access to the Internet.
    This wireless access point can be integrated directly into the gateway or located in the open world. In all cases, the gateway is connected to the wireless access point.
    As indicated above, the invention contemplates the possibility that the gateway can be modified in order to host all or part of the central application. The advantages and disadvantages of this possibility are specified below.
    Depending on the level of security offered by the gateway, its configuration (in particular the unidirectional 111 or bidirectional (111,112) direction of communications between the avionics world and the open world) and the possibility of allocating additional functions to it (here to host all or part of the central application), different embodiments are possible.
    The methods and systems according to the invention can in particular allow the provision to the user of a set of functions which will allow him to access permanently, and from anywhere on the airplane, data from the avionics world (and whether or not combined with data from the open world). These functions also allow interaction with the systems that provide the data to send them flight parameters. Finally, the invention also provides a set of technical functions which will improve the ergonomics of the solution, for example depending on the type of device connected or the profile of the user.
    From the list of these functions, the invention proposes different possible alternatives for projecting these functions on different equipment: (a) on the connected light device located in the open world; (b) on a third-party machine (not necessarily mobile located in the open world); (c) on the secure gateway located in the avionics world.
    According to certain embodiments, the method comprises a step consisting in determining the calculation capacities and / or the display capacities of one or more pieces of equipment or apparatus. This analysis can be conducted on the perimeter of a single thin client, but also on a plurality of accessible and located devices nearby. For example, the distribution of the display will allow the display area of the connected watch and a nearby IFE screen to be used, on request (by "drag and drop") from the pilot's connected watch. Likewise, a pair of connected glasses can work in concert with the screens displayed in the cockpit or a pico-projector located at the very back of the cabin. The different combinations can be noted (e.g. scores, scores, weights, sorted, ranked, etc.). In one embodiment, the target client (s) can be determined by disregarding the real capacities, then preferential projection hypotheses can be determined relative to the role of the function, knowing that in fine the nature of the connected device can still constrain the possible solutions.
    Local applications can rely on a central application which runs in addition to local applications. The central application can act as a proxy for the local functions that interact with the avionics functions through the central application. The central application is optional, however its presence in addition to local applications has certain advantages, in particular the pooling of functions accessible from any connected device; compensating for the absence or lack of local resources (i.e. at the level of the connected device); making it possible to recover data from the avionics world or from the open world in masked time for local applications (improvement of response times); providing a guarantee of consistency of information between the different users (centralized data and request server); implementation of centralized administration functions for all users (for example, management of profiles, management of authorizations by user groups).
    The central application can be hosted by the gateway or by a third-party machine (not necessarily mobile) located in the open world and which connects to the gateway.
    In certain embodiments, part of the functions are allocated to the third-party machine and another part to the gateway (central application distributed or distributed between the third-party machine and the gateway).
    In one embodiment, a local application sends a consultation request to an avionics device through a central application hosted by a third-party machine (not shown). The exchanges can be or include the following exchanges:
    1. Transmission of a request to an avionics device by the user from the local application which is executed on the connected device (e.g. 141, 142, 143, 144, etc.); the local application sends this request to the central application via the wireless access point 130;
    2. The wireless access point 130 forwards the request to the central application which is executed on a third party machine;
    3. The central application connects to the wireless access point 130 in order to transmit the request to the avionics equipment concerned via the gateway;
    4. The wireless access point 130 receives the request from the central application and then transmits it to the functions of the secure gateway 120 which manages access to the avionics equipment;
    5. The secure gateway 120 addresses one or more avionics devices concerned 110 with the request received;
    6. One or more devices send back to the secure gateway 120 the return of execution of the request;
    7. The secure gateway 120 retransmits this return 110 to the wireless access point 130;
    8. The wireless access point 120 in turn retransmits the return to the central application on the third-party machine;
    9. The central application (after possibly a post-processing) recalls the wireless access point 130 which transmits the consolidated return of the request to the local application which is executed on the connected device (eg 141, 142 , 143, 144, etc.)
    Avionics data dissemination
    The secure gateway 120 according to the invention is an intermediate piece of equipment which fits into the avionics world and which is connected to the avionics network. This gateway hosts the necessary routing and security functions that allow avionics data to be broadcast to the open world through a wireless access point while preserving the security of avionics data. It allows data communication (111, 130) from avionics functions and equipment to the open world. The avionics functions and equipment communicate with each other through their own network (for example of the AFDX type) for which the certification requirements are high. This network is generally statically configured to make its behavior deterministic. The gateway provides the functionalities allowing the avionic network to preserve its characteristics before allowing the diffusion of avionic data towards the open world (or vice versa).
    In one embodiment, the routing function hosted by the gateway specifies the “point-to-point” connections authorized between an equipment or an avionics function and an equipment of the open world. The routing rules can be scalable (e.g. as soon as a new connection is required between two devices). In one embodiment, transmitting data in broadcast mode by avionics equipment allows any connected equipment in the open world to receive this data without the need to modify routing rules.
    In one embodiment, the secure gateway 120 is connected to the Internet 121 and the mode is open. It then includes the mechanisms for avoiding the injection of data into avionic systems.
    In one embodiment, the wireless access point 130 is connected to the internet 121 and acts as a provider of open world data from the internet to the connected equipment.
    Routing of non-avionics requests to equipment in the avionics world
    This function is the reciprocal function of the previous function. It provides routing to the avionics functions and equipment of consultation requests or requests issued by open world equipment.
    In one embodiment, the secure gateway hosts the routing and security functions which make it possible to route the flight parameters transmitted by the equipment of the open world and received via the wireless access point, to the functions and equipment of the world. avionics, while maintaining safety.
    In one embodiment, the secure gateway can determine the routing functions, for example by specifying the “point-to-point” connections authorized between an equipment of the open world and an equipment or a function of the avionics world. In one embodiment, the secure gateway can also determine and initiate a broadcast or multicast broadcast mode.
    Multiplexed data dissemination
    In one embodiment, the data dissemination is carried out in a multiplexed manner. Advantageously, this multiplexed broadcasting makes it possible to remedy the limitations which may exist due to the large number of possible connections between a function (logical aspect) or an avionic equipment (physical aspect) and equipment of the open world. Indeed, the avionics functions and equipment do not allow an infinite number of (requests for) connections to be managed.
    In one embodiment, a single data server exists between the thin clients and the avionics systems. This diagram makes it possible to manage the constraints, to smooth them, and / or to order them over time (e.g. variable priorities or criticality, access rights, etc.). This multiplexed mode can allow the virtual connection of a large number of open world equipment to the same avionics equipment). In other words, the "scarce" resources are those of the avionics world and they should be used wisely (e.g. cache systems, etc.). Due to its role as a server, this function can advantageously be allocated to the central application and / or to a third-party machine so as not to modify the avionics perimeter.
    Multiplexing of requests
    Like broadcasting, the method according to the invention can comprise a multiplexing of requests; so as to remedy the limitations which may exist as regards the number of possible connections between an avionics function or equipment and open world equipment. In one embodiment, a request server receives requests from the various connected devices of the open world, this server being the only one to be connected directly to the avionics function or device which processes the request. This scheme allows connection constraints to be transferred to the function rather than to the service provider. In one embodiment, queues or plug-in queues can be managed for the purpose of distributing requests to the devices and / or the avionics functions, in particular when the latter become available. In this way equipment and physical functions are seen as equipment and logical functions from local applications. This embodiment can therefore allow a large number of open world equipment to be connected to the same avionic equipment.
    Load distribution (“load-balancing” in English
    In addition to multiplexing data broadcasts and / or requests, different load balancing mechanisms can be implemented. The method according to the invention can thus comprise a step consisting in determining towards which function or towards which avionics equipment (s) it is advisable to direct a user request, in particular in order to optimize the use of the resources of the overall system. . This load distribution assumes that several avionics functions or equipment are able to satisfy the same user request.
    Optimization of load distribution can relate to response times and or the distribution of the computational load between the various devices.
    This embodiment remains entirely optional. The advantage, if any, is generally to spread the computational loads.
    In one embodiment, the load distribution is carried out by the central application and / or a third-party machine which "virtualizes" the equipment and physical functions for local applications.
    FIG. 2 illustrates an embodiment of the invention, in which the distance in space between the cockpit and a thin client is manipulated for access to the avionics data.
    The avionics type equipment 110 of aircraft 200 is essentially located in cockpit 119 (e.g. FMS). Flight personnel (cabin crew or pilot, etc.) can move around on the plane. At a given point in time, a thin client is at a distance d 210 from the cockpit, in an area of space 220. This physical datum is measurable in various ways (described below). The "distance" is indicative of the "position" 211, modulo the topological information (seats and aisles of the aircraft). For a given distance, a pilot (for example) is in the left or right aisle of the plane. When the positioning technologies are more precise, the almost exact position can be determined.
    This distance value 210 can condition access to the avionic data (in order to transmit and / or receive). Distance ranges can indeed regulate or modulate access. In one embodiment, in order to receive and / or receive information, it may be required to stand in certain areas of the aircraft ("hidden" security). In one embodiment, if a user is close enough to the cockpit, under a predefined distance threshold, the flight parameters that can be modified remotely can be deactivated. In one embodiment, the quantity and / or "quality" of the information (eg criticality, tags, content, etc.) is a function of the distance 210. In one embodiment, the flow (quantitative and / or qualitative) can be decreasing according to the distance. In one embodiment, the flow may be inversely proportional to the distance (a pilot trapped at the rear of the aircraft in the event of a hijacking may have extended capacities)
    The distance determination step can be carried out in various ways, possibly combined (weighted) with one another. An “indoor positioning system” or “indoor geolocation system” makes it possible to find the position of objects or people in a space internal to a structure. Incidentally, routes can be monitored and can serve as conditions for data access. Topological models can represent the properties of connectivity (rooms, corridors, etc.) in an interior space
    Different indoor position technologies can be used, possibly in combination: FM radio footprint positioning, Bluetooth BLE beacon networks, RFID beacon networks, floor mats with sensor networks, combination of RFID and WLAN technologies, recognition of images, ultrasound and angle of arrival techniques, use of location signals from an inertial unit, positioning by measurement of ambient magnetic field, etc.
    In detail, the FM radio or fingerprinting signal approach includes calibration and localization steps. FM waves have an energy efficiency higher than the WiFi signal (between 2 and 6 times higher in terms of autonomy). One or more networks of BLE or RFID or other tags can be used to position a thin client. The combination of RFID and WLAN technologies consists of combining RFID tag identifiers with the location as well as with topological information in order to determine the position and predict the next subnet of a mobile node (exploitation of the coordination capacities provided by WLAN). Approaches based on computer vision are scalable and inexpensive (object tracking, etc.). Ultrasonic positioning and arrival angle techniques consist in determining the propagation time of a signal to determine a position. An inertial unit or an odometer or other types of sensors can be used in addition to the techniques mentioned (extended Kalman filter for real-time data integration).
    FIG. 3 illustrates different examples of user interface, in the case of an embodiment of the invention implemented on a connected watch.
    Notifications
    Advantageously, one or more notifications can be determined and then communicated to one or more users /
    A notification is used to warn a user of the occurrence of a given event without the latter having to regularly consult the system data himself to assess the occurrence of this event ("wake up" or "push" function "). Notifications allow the user to avoid having to periodically consult the basic data on which the event is based, as well as having to cross-check this basic data to assess the occurrence of the event. Notifications therefore free up time for the user to focus on other tasks. They can help avoid human error. They can also reduce the stress of the user no longer having to fear missing the occurrence of the event.
    An event considered by a notification can relate to data supplied by avionics equipment (for example the flight management system FMS can provide information according to which the airplane begins its descent to the destination airport) or correspond to information resulting from the combination of data provided by several systems (for example the upcoming crossing of a zone of turbulence, this information resulting from the crossing of the aircraft trajectory provided by the FMS and meteorological data provided by a server accessible from the open world).
    The interface 310 illustrates an example of an interface or screen, which provides waypoints or flight plan points. Example 320 illustrates a notification that the pilot is reminded that a change in flight plan level is planned for the future (in 27 minutes). Example 330 illustrates a synthetic view of the situation of the aircraft (for example including the current altitude or "flight level" in English). In certain embodiments of the invention, for example 340, the connected watch comprises a camera 341 allowing in particular video exchanges between the pilot and the co-pilot.
    In one embodiment, the notifications are configurable. A user may indeed wish to subscribe to notifications provided by default and / or schedule his own notifications (for example by selecting the necessary data fields and by specifying the rules for combining these data to evaluate the occurrences of an event interest).
    In one embodiment, the pilot can also activate or deactivate notifications, for example according to the moments of his operational mission.
    In one embodiment, the pilot can determine or configure the level of criticality associated with the different notifications (for example between general information, alerts, emergency messages, etc.).
    Notifications can be issued in various forms or in different ways.
    In one embodiment, a notification is sent in visual form. For example, the display can be virtually displayed in the connected glasses or via a head-mounted head-mounted display.
    In one embodiment, a notification is sent in audible form. For example, the pilot can wear a headset or an audio headset or a headset microphone.
    In one embodiment, a notification can be sent in vibratory form. For example, the pilot can wear a connected watch comprising a vibrator.
    In one embodiment, a notification is sent in multimodal form
    i.e. by combining one or more of the modalities including a display, a sound emission, a vibration or any haptic feedback.
    Advantageously, according to the embodiments of the invention, a notification can be strictly personal (e.g. coding of the number of vibrations, virtual and personal displays, emission of a sound in the headphones, etc.). In certain embodiments of the invention, a notification can be public (for example simultaneous display on IFE screens).
    To be strictly personal, certain notifications can for example be coded in number of vibrations, via internal and subjective displays in a head-mounted display, etc.).
    In addition, beyond the public or private aspect of a notification, the attention of the user can be captured or captured in a secure manner (the probability that the message reaches its destination is high). In one embodiment of the invention, a notification acknowledgment system makes it possible to obtain the assurance that the message is correctly delivered (eg tapping on the watch, acknowledgment by sliding an icon, entering a code PIN, blink, etc.)
    Notification management can be implemented on the central application and on a third-party machine (pooling of the management of events of interest to several users). This embodiment also makes it possible to lighten the network load, by preventing each user from having independent access to the avionic equipment.
    In one embodiment, notification management is implemented locally (local application), for example if the condition or event to be monitored is specific to a specific user.
    In addition, notifications can be regulated in different ways. A notification can be communicated generally to all thin clients, or in a specific way (i.e. to a selection of thin clients). The application of local rules can also modulate the occurrence of local notifications. These local rules can inhibit or add or delete or replace a notification with one or more other notifications.
    Data fusion and display management
    Avionics data can be dispersed. It may be advantageous to modify them (addition, deletion, substitution, crossing with data from the open world, etc.) before redistributing them in different ways.
    Dispersed aircraft data
    The data of a function (or of an avionics subsystem) are generally accessible via a single interface: that of the function or of the avionics subsystem in question. On the other hand, a user may need to consult several avionics functions or subsystems (and therefore as many interfaces) to globally assess an operational situation. The embodiments of the invention make it possible to manage this scattered data
    Physically, the interfaces can be located in different places (dispersed) in the cockpit and / or the cabin (the rest of the aircraft outside the cockpit). For the pilot, the need to consult all of the interfaces separately can affect the reactivity sometimes necessary to make an operational decision and requires great concentration on the part of the pilot. In addition, assuming that the pilot has all the necessary data, he still needs to cross-check this data, to filter it, to consolidate it, to synthesize it, before having operational data for decision-making. This data processing activity also slows down its reactivity to decision-making. In addition, it is a source of human error.
    Display distribution
    In one embodiment, the display according to the invention can be “distributed” (on the form) to one or more thin clients and steps for merging and / or reducing information (on the bottom) can be implemented implemented, in order to assist the pilot in his decision-making.
    The embodiments of the invention do not a priori limit the nature of the connected devices to be used. On the other hand, the capacities of the latter, in particular in terms of display possibilities and own computing power, make it possible to adjust the displays and optimize the use of available resources. The local application may have the capacity to detect the nature of the device on which it is running in order to determine the resources available, then to self-adapt by automatically activating the configuration offering the greatest number of possible functions and allowing the richest display there is For example, at startup, the local application can determine the type of connected device and then the characteristics specific to this device (for example the display capacities and the CPU power). The local application can then automatically select the optimal configuration executable on this device (or a set of devices)
    Data reduction, augmentation and merging
    Data fusion can be combined with multiplexed data dissemination.
    This embodiment aims to help users with their operational decision-making. In fact, the raw data provided by the various avionics or open world equipment is not necessarily directly usable in their raw state to provide the information necessary for the user in his decision-making. Often useful information for the operator is the result of the crossing of several elementary data provided by a more or less large number of equipment.
    Data fusion notably consists in taking charge of these operations of selection, crossing, combination, consolidation, filtering etc. which are currently performed by the users themselves (with a significant risk of error). The fusion of information goes beyond the automation of the mental act, since in quantity, speed and speed of analysis the machine capacities allow today a redefinition of human-machine cooperation.
    In the embodiments in which this information fusion is implemented on the central application, it prevents local applications from making multiple accesses to the different contributing systems, each on their side, which contributes to lightening the network load by mutualisation accesses. Finally, this merger bears the responsibility of guaranteeing the consistency of the merged data with respect to local applications.
    In one embodiment, the information can be merged on the central application and on a third-party machine, which gives it the advantage of sharing the need for several connected devices. In one embodiment, the information fusion can be implemented on a local application if the central application does not exist.
    Optionally, the display on one or more carried or surrounding thin clients (relative to the user) may include one or more image acquisition cameras. A camera can be fish-eye, stereoscopic, or other. This feedback allows many advantageous developments of the invention. A camera or a video camera worn can make it possible to capture at least part of all the visual information displayed intended for the pilot (advantageously, this video return can be placed on a head-up visor, smartglasses or any other worn equipment by the pilot, so as to capture the subjective view of the pilot). By image analysis (carried out on a regular fixed basis or continuously in the case of a video capture), the subjective view of the pilot can be analyzed and modified or corrected, according to predefined criteria and / or according to predefined objectives. .
    For example, in one embodiment, the visual density of the information that is displayed can be determined or estimated. For example, this density can be estimated from different sub-parts of images and display adjustments can be determined dynamically. For example, in the event that a display screen becomes too "cluttered" (quantity of text or graphic symbols in excess compared to one or more predefined thresholds), the information with the lowest priority may be "reduced" or "condensed" "Or" synthesized "in the form of markers or symbols. Conversely, if the density of information displayed allows it, reduced or condensed or synthesized information can be developed or detailed or extended or enlarged (or moved to nearby display devices.
    Figure 4 illustrates the sending of a flight parameter from one or more thin clients to the avionics via the secure gateway and the access point.
    In a specific embodiment, the method comprises a step consisting in communicating flight parameters 430 from one or more thin clients (eg a connected watch, connected glasses, etc.) 420 then in injecting these flight parameters via the secure gateway 120 and the access point 130 in the avionics systems 110.
    Flight parameters (or flight data) can take different forms (e.g. flight plan, instruction, constraint, performance data, etc.). These flight parameters feed the avionics which in turn will generate concrete flight commands (e.g. actions on or to the control surfaces, etc.)
    This possibility of making decisions via a thin client carried by the pilot or co-pilot is revolutionary and goes against many prejudices or business habits in avionics.
    Optional steps 415 include one or more of the steps comprising a step of biometric verification, an authentication step, a step of verifying the integrity of the transmitted command or flight parameter message, an encryption step, etc.
    In one embodiment, a plurality of physiological sensors 410 and / or biometric 415 conditions the possibility of transmitting flight parameters 430 or even the admissibility of a flight parameter.
    To be taken into account, a flight parameter must come from a known or identified person, operating under normal conditions. Carrying the thin client with you is in itself a first guarantee of identification, but biometric tests can confirm (or invalidate) this hypothesis. Then, tests on physiological conditions (eg extreme stress, uncertainties or anomalies regarding the physical and / or cognitive state) can modulate the sending of parameters (from prohibition, inhibition to admissibility under conditions etc.). In addition, distance and / or position conditions can also be taken into account.
    In one embodiment of the invention, a thin client understands or accesses one or more physiological sensors, configured to measure different physiological parameters of the pilot. For example, the pilot's heart rate can be measured by a connected watch (or by earbuds) and optionally condition the entry of a flight parameter. For example, above or below thresholds or predefined threshold ranges of the flight parameters may be rejected. Many other physiological parameters can be determined or measured, and taken into account in the management of the display and / or accessibility of flight parameters.
    In one embodiment, the physiological information includes one or more of the parameters comprising (indifferent order): gaze tracking including tracking eye movements and / or gaze fixation (in English "Nearest Neighbor index" or NRI) , the cortisol level recovered in the saliva for example (“Hypothalamus Pituitary Adreanal” or HPA in English), the heart rate, the variability of this heart rate (“Heart Rate Variability” in English, acronym HRV), one or more markers of the activity of the parasympathetic system, respiratory rate, skin temperature, sweating level, skin conductivity (in English "galvanic skin response" or GSR), pupillary dilation (in English "pupilometry" or "Index of Cognitive Activity (ICA)"), an ECG signal (electrocardiography), an EEG signal (electroencephalography), an MEG signal (magnetoencephalography), an fNIR signal (in English "Functional nearinfrared imaging") or an fMRI signal (in English "functional magnetic resonance").
    The determination of the physiological state of the pilot may include direct and / or indirect measurements. Direct measurements may in particular include one or more direct measurements of the heart rate and / or ECG (electrocardiogram) and / or EEG (electroencephalogram) and / or of the pilot's perspiration and / or rhythm. Indirect measurements may include, in particular, estimates of pilot excitement or fatigue or stress, which states may in particular be correlated with flight phases or other parameters.
    In one embodiment of the invention, the connected watch comprises one or more biometric sensors, configured for the authentication of the pilot with the systems according to the invention (eg fingerprint, iris scan, speech identification, handprint, facial recognition, etc.).
    In one embodiment, biometric sensors and physiological sensors can be used in combination.
    High level abstraction control
    In one embodiment of the invention, the invention enables requests to be made to the various subsystems by the use of flight parameters or flight commands with a high level of abstraction. For example, an action according to the state of the art may involve providing the same operational data in two distinct subsystems. According to an embodiment of the invention, it can be used a flight parameter (e.g. speed value) or a single integrated flight control (e.g. diversion). In fact, according to one embodiment of the invention, the required data can be duplicated to the two subsystems, reducing the risk that the user will make an error by informing the two subsystems himself.
    Unlike information fusion (which aims in particular to delete information that is of little use), an integrated flight command from a thin client aims for high-level abstraction, ie a plurality of flight parameters to which a plurality of basic requests to several avionics equipment.
    In one embodiment, a flight command or a flight parameter can comprise or correspond to one or more calls to APIs (Application Programming Interface). The granularity of the services of this API can in particular be consistent with the parameters that the user may need to emit in order to perform an operational mission. More precisely, for a given operational need, it may be necessary to act with several functions or subsystems, sometimes to perform the same action on several functions or subsystems, with the risk of human error that this induces.
    In one embodiment, the method comprises a step consisting in determining the elementary requests associated with a received flight parameter. Consequently, the various elementary requests are communicated to the various avionics equipment concerned (possibly by duplicating them). In one embodiment, a single functional feedback is provided, also resulting from the combination of individual feedback or responses to elementary requests. The single functional feedback can carry operational meaning for the user. This embodiment makes it possible to reduce human errors.
    In the embodiments in which these flight parameters are implemented via the central application, the latter can avoid local applications from handling elementary requests, which can help simplify local applications (pooling of needs).
    Example of sending a flight parameter by headset
    An embodiment in which one or more flight parameters are communicated by a connected headset is described below. A connected headset (eg Bluetooth BLE, or Bluetooth version 5, with a range 4 times greater than Bluetooth V4.2, Wi-Fi headset or other, etc.) or connected at short distance via a Wi-Fi telephone which connects by Wi-Fi to the application Central. In this embodiment, audio messages can be broadcast from the central application to the connected headsets. In one embodiment, a headset is equipped with a microphone and the method can include a step consisting of processing voice commands (e.g. voice identification, voice recognition, etc.), by the central application. The audio messages can be used to support the communication of general information (for example the passage on a cruise), for notifications implying a feedback action on the part of the crew member receiving the message (for example a planned change of imminent flight level), or to alert messages (for example, the upcoming crossing of an area of turbulence). These messages can take the form of standardized sounds or spoken messages (human voice). Spoken messages can either come from connected users who communicate with each other through their microphones and via the central application, or result from a speech synthesis managed by the central application, in order to express information coming from human and oral sources. avionics (for example updating the scheduled landing time).
    In one embodiment, voice commands can be manipulated. These commands can relate to commands for administering interactions between the central application and the headset, for example activating or deactivating notifications. In certain embodiments, voice commands can be used (e.g. voice recognition to transform spoken orders from users into flight commands or flight parameters provided in the APIs of the central application, which then transfers them to the avionics systems concerned.
    Lightweight, the implementation by earpieces is advantageous because very little intrusive for the movements of the user, which allows to stay connected to the avionics and to the rest of the crew all the time and from anywhere on the plane . All personnel (from pilots to cabin crew) are possible users of the headsets at one time or another during their mission.
    Other flight parameter sending systems
    In one embodiment, the communication of flight parameters is done with a pair of connected glasses. Wearing connected glasses (or lenses, even at low resolution) has several advantages: a personal display (not necessarily limited or cramped since large virtual screens can be displayed), authentication assurance since the wearer's irises can be tested, audio channels (input / output), limited intrusiveness, etc. A mounted camera also allows the capture of the wearer's subjective view, visual density measurements, facial recognition of passengers, augmented reality options, etc.
    In one embodiment, the communication of flight parameters is done with a connected watch. Wearing a connected watch gives certain advantages: a certain assurance of authentication (physical port by the user, locking code, biometric signature measurements, etc.), personal display, audio and / or video channels (input / exit), limited intrusiveness, etc. An on-board camera or projector also allows a certain capture of the wearer's subjective view, the facial recognition of passengers, augmented reality options, etc.
    In certain embodiments, several types of thin clients are deployed, i.e. a combination of ears, mobile phones, connected glasses, connected watches, etc. Advantageously, the interactions are multimodal.
    Human-machine interfaces
    The human-machine interface according to the invention can also include input interfaces or peripherals. In a development, the device comprises means for selecting one or more portions of the virtual display. The pointing of the human-machine interfaces (HMI) or of portions of these interfaces or information can be accessible via various devices, for example a pointing device of “mouse” type or a designation based on a manual pointing; via acquisition interfaces (button, wheel, joystick, keyboard, remote control, motion sensors, microphone, etc.), via combined interfaces (touch screen, force feedback control, gloves or glove, etc.). The input or selection human-machine interfaces can in fact include one or more selection interfaces (menus, pointers, etc.), graphical interfaces, voice interfaces, gesture and position interface. In an advantageous embodiment, a selection can be made by looking (eg duration of fixation in excess of a predefined duration threshold, blinking of the eye, concomitant voice command, contraction of a muscle, foot command, etc.). In one embodiment, a selection can be made by one or more head movements.
    The selected display can be various (nature) and a plurality of spaces or surfaces (e.g. planes, curves, etc.) can be used. A display can be a head-down display, a HUD, a helmet visor or a windshield. A display can also result from a projection. In certain embodiments, the projection spaces are selected in an “opportunistic” manner (for example, the unused spaces of the dashboard are used e.g. the uprights or the interstitial spaces between the screens). In one embodiment, one or more spaces can be predefined for projections (they can be intentionally dedicated to this task). For example, a free area in the cockpit can allow a projector to display information. Generally, nothing limits this freedom of projection which can be carried out on any type of support (material eg plastics, fabrics, glass, etc. including human body), since projection systems can adapt their display of so as to conform to the environment and produce stable and formed images, knowing the target subjective point of view.
    A computer program product is described, said computer program comprising code instructions making it possible to carry out one or more of the steps of the method, when said program is executed on a computer.
    As an example of a hardware architecture adapted to implementing the invention, a device may include a communication bus to which a central processing unit or microprocessor (CPU, acronym for "Central Processing Unit" in English) is connected, which processor can be multi-core or many-core; a read only memory (ROM, acronym for “Read Only Memory” in English) which may include the programs necessary for implementing the invention; a random access memory or cache memory (RAM, acronym for "Random Access Memory" in English) comprising registers suitable for recording variables and parameters created and modified during the execution of the aforementioned programs; and a communication or I / O interface (I / O acronym for "Input / ouput" in English) adapted to transmit and receive data. In the case where the invention is implemented on a reprogrammable computing machine (for example an FPGA circuit), the corresponding program (i.e. the sequence of instructions) can be stored in or on a storage medium removable (for example an SD card, or mass storage such as a hard disk eg an SSD) or non-removable, volatile or non-volatile, this storage medium being partially or totally readable by a computer or a processor. The reference to a computer program which, when executed, performs any of the functions described above, is not limited to an application program running on a single host computer. On the contrary, the terms computer program and software are used here in a general sense to refer to any type of computer code (for example, application software, firmware, microcode, or any other form of computer instruction, such as web services or SOA or via API programming interfaces) which can be used to program one or more processors to implement aspects of the techniques described herein. IT resources or resources can in particular be distributed (Cloud computing), possibly with or according to peer-to-peer and / or virtualization technologies. The software code can be executed on any suitable processor (for example, a microprocessor) or processor core or a set of processors, whether provided in a single computing device or distributed among several computing devices ( for example such as possibly accessible in the environment of the device). Security technologies (crypto-processors, possibly biometric authentication, encryption, smart card, etc.) can be used.
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    claims
    1. Method for the communication of avionic type data to a non-avionic type device located outside the cockpit of an aircraft, the method comprising the steps consisting in:
    - receive a request to receive avionics type data from one or more avionics systems located at a reference point in the aircraft from a non-avionics client device;
    - determine a connection parameter between the non-avionics client device and the reference point;
    - adjust the sending of data in response to said request according to the determined connection parameter.
    [2" id="c-fr-0002]
    2. Method according to claim 1, the link parameter comprising one or more space and / or time parameters characterizing the relationship between the non-avionics client device and one or more avionics systems, the link parameter comprising in particular the distance physical between the non-avionics client device and the reference point in the aircraft, and / or the quality of service associated with wireless communications between the non-avionics client device and the reference point in the aircraft, and / or a predefined access right associated with an avionics device and / or the nonavionics client device.
    [3" id="c-fr-0003]
    3. Method according to any one of the preceding claims, the reference point being the cockpit of the aircraft or of another aircraft, or an emergency door, or a rest room, or a passenger seat.
    [4" id="c-fr-0004]
    4. Method according to any one of the preceding claims, the request being received by a wireless access point associated with a secure gateway, said secure gateway determining the rights of access to avionic data by the non-avionic client device. .
    [5" id="c-fr-0005]
    5. Method according to claim 4, the secure gateway for the exchange of data between avionic system and non-avionic system implementing functionalities comprising routing rules, management of communication ports to authorize or prohibit communications and management of protocol layers.
    [6" id="c-fr-0006]
    6. The method of claim 1, the step of adjusting the sending of data further being a function of the display and / or calculation capabilities of the non-avionics client device.
    [7" id="c-fr-0007]
    7. Method according to any one of the preceding claims, the sending of data being reduced or stopped or increased or modified if the determined distance is above or below thresholds or ranges of predefined thresholds.
    [8" id="c-fr-0008]
    8. The method as claimed in claim 2, the step consisting in determining the distance or the position between the non-avionic device and the cockpit of the aircraft being carried out by application of one or more technologies comprising positioning by FM radio footprint. , by using a Bluetooth BLE beacon network, by using an RFID beacon network, by using a ground sheet with on-board sensor networks, by combining RFID and WLAN technologies, by image recognition, ultrasound and angle of arrival techniques, using an inertial unit, and / or positioning by measuring the ambient magnetic field.
    [9" id="c-fr-0009]
    9. The method of claim 1, the communications being unidirectional from avionic systems to the non-avionic device, said communications comprising one or more notifications according to one or more modalities, comprising a visual, sound and / or vibratile modality.
    [10" id="c-fr-0010]
    10. The method of claim 1, the communications being bidirectional between the avionics systems and the non-avionics device.
    [11" id="c-fr-0011]
    11. Method according to any one of the preceding claims, in which the non-avionic device comprises a headset and / or a connected watch and / or a pair of connected glasses.
    [12" id="c-fr-0012]
    12. Method according to any one of the preceding claims, further comprising a step consisting in sending data from the non-avionics client device to the avionics systems of the cockpit, the sending being wireless from predefined areas of space. and not public in the aircraft, and / or via wired connections not accessible to passengers.
    [13" id="c-fr-0013]
    13. Method according to any one of the preceding claims, further comprising one or more of the steps consisting in conditioning the sending of data to the prior registration of the non-avionic device with the cockpit, in carrying out an authentication step. biometric, to verify the physiological conditions of the wearer of the non-avionics device, and / or to encrypt the communications.
    [14" id="c-fr-0014]
    14. Method according to any one of the preceding claims, in which an avionics system is associated with a lower physical failure rate and a higher logical verification than those of a nonavionics type system.
    [15" id="c-fr-0015]
    15. Method according to any one of the preceding claims, in which an avionics system is associated with an exhaustiveness of tests and / or verifications greater than those of a non-avionics type system.
    [16" id="c-fr-0016]
    16. A computer program product, said computer program comprising code instructions making it possible to carry out the steps of the method according to any one of claims 1 to 15, when said program is executed on a computer.
    [17" id="c-fr-0017]
    17. System for implementing the method according to claims 1 to 15 for the communication of avionics type data to a non-avionics type device located outside the cockpit of an aircraft.
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    同族专利:
    公开号 | 公开日
    US20200028687A1|2020-01-23|
    CN110740159A|2020-01-31|
    EP3598786A1|2020-01-22|
    FR3084228B1|2021-04-30|
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    法律状态:
    2019-06-27| PLFP| Fee payment|Year of fee payment: 2 |
    2020-01-24| PLSC| Publication of the preliminary search report|Effective date: 20200124 |
    2020-06-25| PLFP| Fee payment|Year of fee payment: 3 |
    2021-06-24| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1800789|2018-07-20|
    FR1800789A|FR3084228B1|2018-07-20|2018-07-20|CONTINUED ACCESS TO AVIONIC DATA OUTSIDE THE COCKPIT OF AN AIRCRAFT|FR1800789A| FR3084228B1|2018-07-20|2018-07-20|CONTINUED ACCESS TO AVIONIC DATA OUTSIDE THE COCKPIT OF AN AIRCRAFT|
    EP19186509.6A| EP3598786A1|2018-07-20|2019-07-16|Continuity of access to avionics data outside the cockpit of an aircraft|
    US16/516,116| US20200028687A1|2018-07-20|2019-07-18|Continuity of access to avionic data outside of the cockpit of an aircraft|
    CN201910659540.3A| CN110740159A|2018-07-20|2019-07-22|Continuity for accessing avionics data outside of the cockpit of an aircraft|
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