EP3855410A1 - Systèmes et procédés de réduction de taux de rejet de contrôleur-pilote - Google Patents

Systèmes et procédés de réduction de taux de rejet de contrôleur-pilote Download PDF

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Publication number
EP3855410A1
EP3855410A1 EP21151674.5A EP21151674A EP3855410A1 EP 3855410 A1 EP3855410 A1 EP 3855410A1 EP 21151674 A EP21151674 A EP 21151674A EP 3855410 A1 EP3855410 A1 EP 3855410A1
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EP
European Patent Office
Prior art keywords
cpdlc
request
tentative
time
amount
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP21151674.5A
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German (de)
English (en)
Inventor
Suresh Bazawada
Anil Kumar Songa
Jonathan Davis
Sadguni Venkataswamy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honeywell International Inc
Original Assignee
Honeywell International Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US17/099,911 external-priority patent/US20210233412A1/en
Application filed by Honeywell International Inc filed Critical Honeywell International Inc
Publication of EP3855410A1 publication Critical patent/EP3855410A1/fr
Withdrawn legal-status Critical Current

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0004—Transmission of traffic-related information to or from an aircraft
    • G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station

Definitions

  • the technical field generally relates to communications between aircraft and air traffic control (ATC), and more particularly relates to systems and methods for reducing controller-pilot rejection ratios.
  • ATC air traffic control
  • Controller-pilot data link communication is a means of communication between a controller at ATC and a pilot of an aircraft, generally using a data link for the communication.
  • CPDLC systems include a set of predefined clearance/information/request message elements that correspond to voice phraseology employed during ATC procedures.
  • the controller is provided with the capability to issue to the pilot level assignments, crossing constraints, lateral deviations, route changes and clearances, speed assignments, radio frequency assignments, and various requests for information.
  • the pilot is provided with the capability to respond to the ATC messages, ATC request clearances and information, to report to ATC information, including declaring/rescinding an emergency.
  • the pilot is, in addition, provided with the capability to request conditional clearances (downstream) and information from a downstream air traffic service unit (ATSU).
  • ATC air traffic service unit
  • a CPDLC system 'dialogue' includes a sequence of messages between the controller and a pilot relating to a particular transaction (for example a request for clearance and a receipt of a clearance grant).
  • one dialogue can include several sequences of messages, each of which is closed by means of appropriate messages, usually of acknowledgement or acceptance. Therefore, available CPDLC systems are burdened with the technical problem of requiring the continued involvement of a human at each end of the communication; from the pilot's perspective this can be very time-consuming and inefficient.
  • CPDLC systems and methods that reduce the amount of pilot involvement are desirable. It is desirable to make them adaptable, responsive to real-time environmental information and available cockpit data.
  • the following disclosure provides these technological enhancements, in addition to addressing related issues.
  • a processor implemented method for reducing controller-pilot data link (CPDLC) rejection ratio on an aircraft comprising: receiving, from a navigation system onboard the aircraft, navigation data for the aircraft; receiving sensor data from a sensor system; receiving traffic data from an external traffic data source; displaying a CPDLC window on a display system; receiving a tentative CPDLC request; processing the navigation data, traffic data, and tentative CPDLC request with airport features data to predict whether the tentative CPDLC request will be accepted; and displaying a dialogue box based upon the prediction, wherein the displayed dialogue box indicates: acceptance upon predicting that the tentative CPDLC request will be accepted; or rejected and an alternative CPDLC request upon predicting that the tentative CPDLC request will not be accepted.
  • CPDLC controller-pilot data link
  • a system for reducing controller-pilot data link (CPDLC) rejection ratio on an aircraft comprising: a navigation system providing navigation data for the aircraft; a sensor system onboard the aircraft; and a processor operationally coupled to the navigation system and sensor system and configured to: display a CPDLC window on a display system; receive a tentative CPDLC request; receive traffic data from an external traffic data source; process the navigation data, traffic data, and tentative CPDLC request with airport features data to predict whether the tentative CPDLC request will be accepted by air traffic control (ATC), and that air traffic control (ATC) will accept the tentative CPDLC request in a first amount of time; and upon predicting that the tentative CPDLC request will be accepted, display a dialogue box indicating acceptance; and display the first amount of time.
  • ATC air traffic control
  • ATC air traffic control
  • An embodiment of an aircraft includes: a navigation system providing navigation data for the aircraft; a sensor system onboard the aircraft; and a processor of a system for reducing controller-pilot data link (CPDLC) rejection ratio, the processor operationally coupled to the navigation system and sensor system and configured to: display a CPDLC window on a display system; receive a tentative CPDLC request; receive traffic data from an external traffic data source; process the navigation data, traffic data, and tentative CPDLC request with airport features data to predict whether the tentative CPDLC request will be accepted by air traffic control (ATC); and display a dialogue box based upon the prediction, wherein the displayed dialogue box indicates: accepted and a first amount of time upon predicting that the tentative CPDLC request will be accepted by ATC in the first amount of time; or rejected, an alternative CPDLC request, and a second amount of time upon predicting that the tentative CPDLC request will not be accepted, but the alternative CPDLC request will be accepted in the second amount of time.
  • CPDLC controller-pilot data link
  • CPDLC systems generally generate a CPDLC display window on an on-board display system ( FIG. 1 , 116).
  • CPDLC systems generally render, within that CPDLC display window, predefined CPDLC messages.
  • the pilot utilizes the information displayed on the CPDLC display window to communicate with ATC, to make a request for a clearance, and to perform a variety of other communications based on the predefined CPDLC messages.
  • predefined CPDLC messages for a pilot to use include:
  • one CPDLC system dialogue can include several sequences of messages, each sequence being closed by means of appropriate messages, usually of acknowledgement or acceptance.
  • the turnaround time for the pilot analyzing the rejection of the CPDLC request can lead to transmitting further invalid CPDLC requests to ATC and unnecessary time delay for the pilot.
  • Any of the above technical problems can cause an elevated rejection ratio of CPDLC requests.
  • the proposed system for reducing CPDLC rejection ratios ( FIG. 1 , system 102 ) provides a technical solution to at least these technical problems. The figures and descriptions below provide more detail.
  • the system for reducing CPDLC rejection ratios 102 (also referred to herein as "system” 102 ) is generally associated with a mobile platform 100.
  • the mobile platform 100 is an aircraft, and is referred to as aircraft 100.
  • Exemplary embodiments of the system 102 provide a technical solution to the above-mentioned technical problems in the form of a controller 104 (which may also be referred to herein as a control module) embodying a processor 150 programmed with novel rules and parameters (program 162 ).
  • the controller 104 may be operationally coupled to any combination of the following systems and apparatus: one or more sources 106 of cockpit data 107 (including an inertial navigation system/navigation system 118; a flight management system (FMS) 119; an airport features database 120; and a sensor system 122 ); a communication system and fabric 124; a display system 116; and a user input device 114.
  • the controller 104 is also operationally coupled to external sources, such as air traffic control (ATC) 50 and external traffic, referred to as traffic data sources 52, each of which communicate wirelessly with the controller 104.
  • ATC air traffic control
  • traffic data sources 52 each of which communicate wirelessly with the controller 104.
  • the controller 104 may be integrated within a preexisting mobile platform management system, avionics system, cockpit display system (CDS), flight controls system (FCS), or flight management system (FMS).
  • CDS cockpit display system
  • FCS flight controls system
  • FMS flight management system
  • the controller 104 is shown as an independent functional block, onboard the aircraft 100, in other embodiments, it may exist in an electronic flight bag (EFB) or portable electronic device (PED), such as a tablet, cellular phone, or the like.
  • EFB electronic flight bag
  • PED portable electronic device
  • a display system 116 and a user input device 114 may also be part of the EFB or PED.
  • the inertial navigation system 118 provides real-time aircraft state data.
  • Real-time aircraft state data may include any of: an instantaneous location (e.g., the latitude, longitude, orientation), an instantaneous heading (i.e., the direction the aircraft is traveling in relative to some reference), a flight path angle, a vertical speed, a ground speed, an instantaneous altitude (or height above ground level), and a current phase of flight of the aircraft 100.
  • an instantaneous location e.g., the latitude, longitude, orientation
  • an instantaneous heading i.e., the direction the aircraft is traveling in relative to some reference
  • a flight path angle i.e., the direction the aircraft is traveling in relative to some reference
  • a vertical speed i.e., the direction the aircraft is traveling in relative to some reference
  • a flight path angle i.e., the direction the aircraft is traveling in relative to some reference
  • a vertical speed i.e., the direction the aircraft is traveling in relative
  • the inertial navigation system 118 may be realized as including a global positioning system (GPS), inertial reference system (IRS) or AHRS, or a radio-based navigation system (e.g., VHF omni-directional radio range (VOR) or long-range aid to navigation (LORAN)), and may include one or more navigational radios, barometers, or other sensors suitably configured to support operation of a flight management system (FMS), as will be appreciated in the art.
  • GPS global positioning system
  • IRS inertial reference system
  • AHRS AHRS
  • a radio-based navigation system e.g., VHF omni-directional radio range (VOR) or long-range aid to navigation (LORAN)
  • FMS flight management system
  • the data referred to herein as the real-time aircraft state data may be referred to as navigation data.
  • the real-time aircraft state data is made available, generally by way of the communication system and fabric 124, so other components, such as the controller 104 and the display system 116, may further
  • the communications system and fabric 124 is configured to support instantaneous (i.e., real-time or current) communications between on-board systems, the controller 104, external traffic data sources 52, and ATC 50.
  • the communications system and fabric 124 may represent one or more transmitters, receivers, and the supporting communications hardware and software required for components of the system 102 to communicate as described herein.
  • the communications system and fabric 124 has bidirectional pilot-to-ATC (air traffic control) communications via a datalink, and any other suitable radio communication system that supports communications between the aircraft 100 and various external source(s).
  • the user input device 114 and the controller 104 are cooperatively configured to allow a user (e.g., a pilot, co-pilot, or crew member) to interact with display devices in the display system 116 and/or other elements of the system 102, as described herein.
  • a user e.g., a pilot, co-pilot, or crew member
  • the user input device 114 may be realized as a cursor control device (CCD), keypad, touchpad, keyboard, mouse, touch panel (or touchscreen), joystick, knob, line select key, voice controller, gesture controller, or another suitable device adapted to receive input from a user.
  • the user input device 114 is configured as a touchpad or touchscreen, it may be integrated with the display system 116.
  • the user input device 114 may be used by a pilot to communicate with external sources, to modify or upload the program product 166, etc.
  • the display system 116 and user input device 114 are onboard the aircraft 100 and are also operationally coupled to the communication system and fabric 124.
  • the controller 104, user input device 114, and display system 116 are configured as a control display unit (CDU).
  • CDU control display unit
  • the controller 104 may perform display processing. As such, the controller 104 generates display commands for the display system 116 to cause the display device 20 to render thereon the various graphical user interface elements, tables, icons, alerts, menus, buttons, and pictorial images, as described herein.
  • the display system 116 is configured to continuously receive and process the display commands from the controller 104, and, based thereon, to display information in various forms, such as an airport moving map (AMM).
  • the display system 116 includes a display device 20. In various embodiments described herein, the display system 116 includes a synthetic vision system (SVS).
  • SVS synthetic vision system
  • the display device 20 is realized on one or more electronic display devices, such as a multi-function display (MFD) or a multi-function control display unit (MCDU), configured as any combination of: a head up display (HUD), an alphanumeric display, a vertical situation display (VSD) and a lateral navigation display (ND).
  • MFD multi-function display
  • MCDU multi-function control display unit
  • HUD head up display
  • VSD vertical situation display
  • ND lateral navigation display
  • the controller 104 may perform graphical processing. Responsive to display commands, renderings on the display system 116 may be processed by a graphics system, components of which may be integrated into the display system 116 and/or be integrated within the controller 104.
  • Display methods include various types of computer-generated symbols, text, and graphic information representing, for example, pitch, heading, flight path, airspeed, altitude, runway information, waypoints, targets, obstacles, terrain, and required navigation performance (RNP) data in an integrated, multi-color or monochrome form. Display methods also include various formatting techniques for visually distinguishing objects and routes from among other similar objects and routes.
  • the controller 104 may be said to display various images and selectable options described herein. In practice, this may mean that the controller 104 generates display commands, and, responsive to receiving the display commands from the controller 104, the display system 116 displays, renders, or otherwise visually conveys on the display device 20, various graphical images associated with operation of the aircraft 100.
  • Cockpit data 107 generally represents onboard data that is available to the pilot or crew in the cockpit of the aircraft.
  • sources of cockpit data may include the navigation system 118, an airport features database 120, a flight management system (FMS) 119, and sensor system 122.
  • cockpit data 107 is communicated to the pilot and crew via graphical displays on the display system 116.
  • FMS flight management system
  • cockpit data 107 provides a respective multitude of information and sourced by a multitude of onboard aircraft systems.
  • sensors in sensor system 122 detect various aspects of aircraft performance and aircraft conditions, in addition to sensing external operating conditions, such as weather and other aircraft and objects.
  • Sensor data is output from the sensor system 122 and made available on the communication fabric 124.
  • the airport features database 120 stores airport maps with features such as runways, taxiways, and gates.
  • the controller 104 performs the functions of the system 102.
  • the term “controller” may be interchanged with the term “module;” each refers to any means for facilitating communications and/or interaction between the elements of the system 102 and performing additional processes, tasks and/or functions to support operation of the system 102, as described herein.
  • the controller 104 may be any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination.
  • the controller 104 may be implemented or realized with a general purpose processor (shared, dedicated, or group) controller, microprocessor, or microcontroller, and memory that executes one or more software or firmware programs; a content addressable memory; a digital signal processor; an application specific integrated circuit (ASIC), a field programmable gate array (FPGA); any suitable programmable logic device; combinational logic circuit including discrete gates or transistor logic; discrete hardware components and memory devices; and/or any combination thereof, designed to perform the functions described herein.
  • a general purpose processor shared, dedicated, or group
  • microprocessor or microcontroller
  • memory that executes one or more software or firmware programs
  • a content addressable memory a digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • an embodiment of the controller 104 is depicted as a computer system comprising a processor 150 and a memory 152.
  • the processor 150 may comprise any type of processor or multiple processors, single integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and/or circuit boards working in cooperation to carry out the described operations, tasks, and functions by manipulating electrical signals representing data bits at memory locations in the system memory, as well as other processing of signals.
  • the memory 152 may comprise RAM memory, ROM memory, flash memory, registers, a hard disk, or another suitable non-transitory short or long-term storage media capable of storing computer-executable programming instructions or other data for execution.
  • the memory 152 may be located on and/or co-located on the same computer chip as the processor 150. Generally, the memory 152 maintains data bits and may be utilized by the processor 150 as storage and/or a scratch pad during operation. Specifically, the memory 152 stores instructions and applications 160. Information in the memory 152 may be organized and/or imported from an external source during an initialization step of a process; it may also be programmed via a user input device 114. During operation, the processor 150 loads and executes one or more programs, algorithms and rules embodied as instructions and applications 160 contained within the memory 152 and, as such, controls the general operation of the controller 104 as well as the system 102.
  • the rejection ratio reducing program (shortened to "program” 162 ), includes rules and instructions which, when executed by the processor 150, convert the processor 150 /memory 152 configuration into the controller 104 that performs the functions, techniques, and processing tasks associated with the operation of the system 102.
  • the program 162 specifically directs the processing of the cockpit data 107 and traffic data to predict whether a tentative CPDLC request will be accepted and causes a dialogue box to be displayed to prompt a user selection based on the prediction (displayed dialogue boxes and related functionality are described in connection with FIGS. 2-3 ).
  • Novel program 162 and associated stored variables may be stored in a functional form on computer readable media, for example, as depicted, in memory 152. While the depicted exemplary embodiment of the controller 104 is described in the context of a fully functioning computer system, those skilled in the art will recognize that the mechanisms of the present disclosure are capable of being distributed as a program product 166.
  • non-transitory computer-readable signal bearing media may be used to store and distribute the program 162, such as a non-transitory computer readable medium bearing the program 162 and containing therein additional computer instructions for causing a computer processor (such as the processor 150 ) to load and execute the program 162.
  • a program product 166 may take a variety of forms, and the present disclosure applies equally regardless of the type of computer-readable signal bearing media used to carry out the distribution.
  • Examples of signal bearing media include: recordable media such as floppy disks, hard drives, memory cards and optical disks, and transmission media such as digital and analog communication links. It will be appreciated that cloud-based storage and/or other techniques may also be utilized as memory 152 and as program product time-based viewing of clearance requests in certain embodiments.
  • the processor/memory unit of the controller 104 may be communicatively coupled (via a bus 155 ) to an input/output (I/O) interface 154, and a database 156.
  • the bus 155 serves to transmit programs, data, status and other information or signals between the various components of the controller 104.
  • the bus 155 can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies.
  • the I/O interface 154 enables intra controller 104 communication, as well as communications between the controller 104 and other system 102 components, and between the controller 104 and the external data sources via the communication system and fabric 124.
  • the I/O interface 154 may include one or more network interfaces and can be implemented using any suitable method and apparatus.
  • the I/O interface 154 is configured to support communication from an external system driver and/or another computer system.
  • the I/O interface 154 is integrated with the communication system and fabric 124 and obtains data from external data source(s) directly.
  • the I/O interface 154 may support communication with technicians, and/or one or more storage interfaces for direct connection to storage apparatuses, such as the database 156.
  • the database 156 is part of the memory 152. In various embodiments, the database 156 is integrated, either within the controller 104 or external to it.
  • Embodiments of the system 102 for reducing CPDLC rejection ratios on an aircraft generate an enhanced CPLDC window for pilot interaction. Responsive to viewing the displayed enhanced CPDLC window, a pilot or crew makes a CPDLC request; this may be made via a touch screen input or other user input device.
  • a CPDLC pushback/taxi 201 request is depicted. Initially, the pilot makes the CPDLC request; this initial CPDLC request is a tentative request, until further processing is performed.
  • the system 102 displays the tentative CPDLC request in the CPDLC request window (depicted in window 200, window 300, and window 400 ).
  • dialogue box 202 indicates that a pushback/taxi has been requested for parking stand 605
  • dialogue box 204 indicates that the day/time for the pushback/taxi request is 12/1244Z (the units of time being in the Zulu time zone in this example).
  • the system 102 Upon receiving the tentative CPDLC request, the system 102 automatically and without further user input, uses received information from surrounding aircraft (provided by one or more traffic data sources 52 ), and conditions in the airport (relevant airport conditions information is provided by sources 106 of cockpit data 107) to predict whether the tentative CPDLC request will be accepted by the controller at ATC.
  • the system dedicates an area 206 on the CPDLC request window 200 to displaying a predicted acceptance or a predicted rejection.
  • a sub-area 208 within the area 206 is dedicated to predicting an acceptance and a different sub-area 210 within the area 206 is dedicated to predicting a rejection.
  • various embodiments illuminate, or make visually distinguishable (with respect to the background), the sub-area that corresponds to the prediction.
  • the accept sub-area 208 may be rendered using a green color that is distinguishable against a different background color.
  • the reject sub-area 210 may be rendered using a yellow color that is distinguishable against a different background color, and distinguishable from a color used for accept.
  • a pilot may select a user selectable send button 302 that the system 102 has rendered in the CPDLC window, the selection of which converts the tentative CPDLC request to a CPDLC request and transmits the CPDLC request to ATC without further user input.
  • FIGS. 5-6 a CPDLC parking stand request 501 is depicted.
  • the pilot knows the size of his aircraft 100 and which stand is suitable for his aircraft 100, and the pilot makes an initial request (which is the tentative request, as before).
  • the tentative parking stand request for parking stand 605 is shown in the request window (depicted in window 500 and window 600).
  • Dialogue box 202 indicates that parking stand 605 has been requested at Day/Time 12/1244Z.
  • a dialogue box is rendered, indicating a predicted rejection of the request in sub-area 210.
  • the system 102 responsive to predicting a rejection, identifies one or more alternate requests that the pilot could make. In some embodiments, the system 102 renders a selectable dialogue box in the area 206 to indicate that potential alternate requests are available. When the pilot selects the alternate requests option 502, the one or more alternative requests is rendered on the window 600. In other embodiments, the one or more alternate requests are immediately rendered in the area 206, not requiring the user selection of an options button. In addition to providing this beneficial alternative request feature, the system can predict, for each of the one or more alternative requests, when the alternative request is available.
  • the system 102 determines and displays an availability, which is an amount of time until the alternative request is predicted to be accepted; said differently, this is an amount of time the system 102 recommends pausing before sending the CPDLC request to air traffic control (ATC) to minimize a chance of a CPDLC rejection.
  • ATC air traffic control
  • the amount of time may be zero, meaning that there is no need to delay before transmitting the CPDLC request.
  • an alternative parking stand 606 is depicted as predicted to be available in two minutes ("available time 2 mins" 604), and an alternative parking stand 612 is depicted as predicted to be rejected (606).
  • System 102 has predicted that ATC will accept the request in a first amount of time, defined as an amount of time to pause before sending the tentative CPDLC request to air traffic control (ATC). This is an amount of time the system 102 recommends pausing before sending the CPDLC request to air traffic control (ATC) to minimize a chance of a CPDLC rejection.
  • the system 102 displays the first amount of time, which is two minutes ("available time 2 mins" 702 ) in FIG. 7 .
  • the system 102 Upon receiving a pilot selection of the send ( 704 ) button, the system 102 converts the tentative request into a CPDLC request.
  • the system 102 is configured to provide an additional benefit of keeping track of the elapse of time, pausing the transmittal of the CPDLC request for the amount of time predicted (and displayed at 702), and sending the CPDLC request upon the elapse of the amount of time, without further user input.
  • the system 102 visually indicates a status of CPDLC transmission while an amount of delay time is counted down.
  • the send button 802 itself can be used as an indicator that the transmittal of the CPDLC request has been paused for the amount of time predicted.
  • the send button can be visually distinguished, can change color and/or a countdown could be displayed in area 206 to show the status of the CPDLC transmission while the predicted delay time is counted down.
  • a different indicator may be used to show that the transmittal of the CPDLC request has been paused for the amount of time predicted.
  • the system 102 described above may be implemented by a processor-executable method for reducing CPDLC rejection ratios 900, as shown in the flow chart of FIG. 9 .
  • method 900 may refer to elements mentioned above in connection with FIG. 1 .
  • portions of method 900 may be performed by different components of the described system.
  • method 900 may include any number of additional or alternative tasks, the tasks shown in FIG. 9 need not be performed in the illustrated order, and method 900 may be incorporated into a more comprehensive procedure or method having additional functionality not described in detail herein.
  • one or more of the tasks shown in FIG. 9 could be omitted from an embodiment of the method 900 as long as the intended overall functionality remains intact.
  • initialization may comprise uploading or updating instructions and applications 160 and CPDLC rejection reducing program 162.
  • cockpit data is received.
  • cockpit data is data from onboard sources such as the navigation system 118, FMS 119, and sensor system 122.
  • the sensor system 122 provides some data about the immediate external environment of the aircraft 100, which is distinguished from the sources of external data, such as the ATC 50 and traffic data source 52, which the aircraft receives data from at 906.
  • the enhanced CPDLC request window is rendered on display system 116.
  • a pilot-specified tentative CPDLC request is received.
  • the pilot or crew may provide input via various user input devices, and directly on a touch screen display, when implemented.
  • the received inputs are processed with airport features data and the system 102 predicts, based thereon, whether the controller at ATC 50 will accept or reject the tentative request; the prediction may have associated therewith, prediction information.
  • an area 206 is rendered on the enhanced CPDLC request window, and a display dialogue box with the prediction and prediction information is rendered therein.
  • the prediction information can include a predicted acceptance, a predicted rejection, an alternative recommendation, and one or more predicted delays or pause times. If the prediction is an acceptance at 916, it is determined at 918 whether there is an associated predicted or recommended delay time. If there is a delay time, the associated delay or pause time is rendered at 920.
  • a send button (or another similar graphical user interface widget to prompt the user to send/submit/select/ etc.) is rendered at 922, and at 924, the CPDLC request is transmitted upon receiving or detecting a user selection of the tentative CPDLC request when it was predicted to be accepted, in accordance with the predicted delay time.
  • Step 924 includes converting the tentative CPDLC request to a CPDLC request and transmitting the CPDLC request to ATC in accordance with the predicted delay time. In other words, if a delay was predicted at 918, the transmittal occurs after the elapse of the pause time, and if no delay is predicted at 918, the transmittal immediately occurs.
  • each alternative request is further evaluated as to whether there is a predicted delay time.
  • the method moves to 920 and when there is no predicted delay time, the method moves to 922.
  • the delay time may be zero; in which case, various embodiments of the system 102 do not display a zero.
  • the proposed system 102 for reducing controller-pilot data link (CPDLC) rejection ratio on an aircraft is a technologically improved CPDLC system that processes current conditions that ATC considers to predict a likelihood of acceptance of the CPDLC request. This beneficially averts sending CPDLC requests that are likely to be rejected and therefore reduces CPDLC rejection ratios overall.
  • the above examples of the system 102 are non-limiting, and many others may be addressed by the controller 104.
  • Skilled artisans may implement the described functionality in varying ways for each application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
  • an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • integrated circuit components e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • a general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine.
  • a processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
  • a software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
  • An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium.
  • the storage medium may be integral to the processor.
  • the processor and the storage medium may reside in an ASIC.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
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  • Computer Networks & Wireless Communication (AREA)
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EP21151674.5A 2020-01-23 2021-01-14 Systèmes et procédés de réduction de taux de rejet de contrôleur-pilote Withdrawn EP3855410A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202011003065 2020-01-23
US17/099,911 US20210233412A1 (en) 2020-01-23 2020-11-17 Systems and methods for reducing controller-pilot rejection ratios

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EP3855410A1 true EP3855410A1 (fr) 2021-07-28

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1947624A1 (fr) * 2007-01-10 2008-07-23 Honeywell International Inc. Procédé et système de génération automatique d'une demande de clarté pour dévier d'un plan de vol
US20080316057A1 (en) * 2007-06-19 2008-12-25 Honeywell International Inc. Method for automated standby message response to reduce pilot and air traffic controller workload
US20160161283A1 (en) * 2014-12-03 2016-06-09 Honeywell International Inc. Systems and methods for displaying position sensitive datalink messages on avionics displays

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1947624A1 (fr) * 2007-01-10 2008-07-23 Honeywell International Inc. Procédé et système de génération automatique d'une demande de clarté pour dévier d'un plan de vol
US20080316057A1 (en) * 2007-06-19 2008-12-25 Honeywell International Inc. Method for automated standby message response to reduce pilot and air traffic controller workload
US20160161283A1 (en) * 2014-12-03 2016-06-09 Honeywell International Inc. Systems and methods for displaying position sensitive datalink messages on avionics displays

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