FR2904506A1 - Safety device for aircraft, has cameras positioned inside aircraft, portable receiver including receiving unit that receives signals transmitted by video signal communicating unit, and display screen displaying image represented by signals - Google Patents

Abstract

The device has cameras (105, 120, 130) positioned inside an aircraft (100) for providing a video signal representing a scene on board of the aircraft. A video signal communicating unit (255) transmits signals representing the video signal from the cameras. A portable receiver (145) includes a receiving unit that receives the signals transmitted by the signal communicating unit. A display screen displays an image represented by the signals. An independent claim is also included for a method for facilitating safety on board of an aircraft.

Description

The present invention relates to a method and a device for

  image transmission in or from an aircraft and an aircraft comprising such a device. It applies, in particular, to improving the security of civil air transport, against terrorist attacks and the hijacking of aircraft or to deal with incidents occurring during a flight. Since the events of September 11, 2001, a number of measures have been taken to improve security on board aircraft. Among these measures, one can note the addition of a bullet-proof armored cockpit door and the discreet presence of security agents, known as 15 skymarshalls, during certain flights: these persons mandated by the airlines , in close connection with the states, are armed on board and their mission is to intervene in case of serious problem that may endanger the safety on board the aircraft. However, even if on board skymarshall, which is imposed by certain states (the United States of America, for example) during the flight over their territory, the management of a crisis on board (or even prevention of a crisis) is very delicate, especially in a double deck aircraft with over 800 people on board, due to the lack of immediate, accurate and reliable information on the situation in the entire cabin. Other measures taken include the establishment of a video surveillance system. There are three types of on-board video system for monitoring the cockpit or the cabin: - the CVMS (acronym for Cabin Video Monitoring System for video surveillance of the cabin) which is an aid to the management of the cabin giving video images of a large part of the cabin: this system helps to manage the cabin, passengers' requests and behaviors, CVMS video images being visible on certain FAP (acronym for Flight Attendant Panel or screen for crew members). Incidentally, in case of a problem in the cabin (sick or turbulent passenger 2904506 2 or terrorist attack), this video surveillance system makes it possible to better analyze the situation and act accordingly; - the CDSS (acronym for Cockpit Door Surveillance System for cockpit door monitoring system) which provides assistance to occupants 5 of the cockpit to check, among other things, the identity of people requesting access to the cockpit, video images of the CDSS being visible on the cockpit screens, and - the CCSS (acronym for Cockpit Camera Safety System), which allows to have information on the activity in the cockpit in the event of a crash for example, the video images of the CCSS being stored in a computer. This video system in the cockpit thus works in addition to the flight recorder and CVR (acronym for Cockpit Voice Recorder or voice recorder in the cockpit), security equipment well known to those skilled in the art.

  However, the images provided by these video surveillance systems can not meet the mobility needs of crew members or security guards. The present invention aims to remedy these disadvantages. According to a first aspect, the present invention relates to a safety device on board an aircraft, characterized in that it comprises: at least one camera positioned inside the aircraft, adapted to supply a video signal representative of a scene on board said aircraft, - means for transmitting signals representative of at least one video signal from a said camera and 25 - a portable receiver comprising at least one means for receiving the signals transmitted by said transmitting means and a display screen of an image represented by said signals. With these provisions, the crew members and / or each security officer on board can view events that take place on board the aircraft, anywhere within the aircraft and in a discreet manner. . According to particular features, the safety device as briefly described above comprises a video surveillance system of the cabin comprising, inside the cabin, at least one said camera. According to particular features, the safety device as briefly described above comprises a cockpit door monitoring system comprising at least one said camera, in the cabin, near the cockpit access door. According to particular features, the safety device as briefly described above includes a camera security system in the cockpit. Thanks to each of these provisions, each sensitive area of the aircraft can be observed on the screen of the portable receiver. According to particular features, the security device as briefly described above comprises means for centralizing the signals from a plurality of cameras positioned inside the aircraft, said centralization means controlling the means of signal transmission. According to particular features, the portable receiver 15 comprises a means of transmission by means of centralizing an image transmission request, the centralization means being adapted, in response to said image transmission request, to be transmitted by the signal transmission means, at least one image coming from at least one camera positioned inside the aircraft.

  According to particular features, the means of transmitting the portable receiver is adapted to transmit by means of centralization, an image switching request, the centralization means being adapted, in response to said image transmission request, to switch to least one camera from which an image is transmitted, by the signal transmission means, to the portable receiver. According to particular features, the safety device as briefly described above comprises, in addition: a means of centralization of warning signals positioned on board said aircraft and a means of communication between said signal centralization means and said portable receiver. With these provisions, a security officer can have, on a portable receiver, alert information from the means of centralizing warning signals. It can therefore be mobile while remaining informed 2904506 4 as and when events related to each alert. According to particular features, the signal transmission means is adapted to communicate in encrypted manner with the portable receiver.

According to particular features, the signal transmitting means is adapted to communicate by frequency evasion with the portable receiver. According to a second aspect, the present invention is directed to a method of safety on board an aircraft, characterized in that it comprises: an image-taking step, with at least one camera positioned inside the aircraft; aircraft which provides a video signal representative of a scene on board said aircraft and - a step of transmitting signals representative of at least one video signal from a said camera, to a portable receiver 15 comprising at least one means for receiving the transmitted signals and a screen for displaying an image represented by said signals. The advantages, goals and special features of this security method being similar to those of the security device as succinctly set forth above, they are not recalled here.

According to a third aspect, the present invention is directed to an aircraft which comprises a device as succinctly set forth above. The advantages, goals and special features of this aircraft being similar to those of the device as briefly outlined above, they are not recalled here.

Other advantages, aims and features of the present invention will emerge from the following description, given for the purpose of explanation and in no way limiting, with reference to the accompanying drawings, in which: FIG. 1 is a diagrammatic sectional view; and in plan view, an aircraft object of the present invention, comprising a particular embodiment of the device object of the present invention, - Figure 2 shows, in the form of a block diagram, a fixed part of the illustrated device In FIG. 1, FIG. 3 represents, in the form of a block diagram, a mobile part of the device illustrated in FIG. 1, FIG. 4 represents, in the form of a logic diagram, the steps implemented by FIGS. means illustrated in FIGS. 1 to 3, for implementing a particular embodiment of the method that is the subject of the present invention, and FIG. 5 represents, in the form of a logic diagram, steps 5 by the means illustrated in FIGS. 1 to 3, for implementing a variant that can be combined with the particular embodiment of the method that is the subject of the present invention illustrated in FIG. 4. FIG. 1 shows an aircraft 100 comprising a cockpit 102 and a cabin 104 separated by a door 106.

At least one camera 105 is positioned in the cockpit 102, and is connected to a computer image recording system 110, to form a CDSS (acronym for Cockpit Camera Safety System). the video images of the CCSS being stored in the calculator.

At least one camera 120 is positioned to take pictures of the gate 106 and its environment. Each camera 120 is connected to a display system 115 positioned inside the cockpit 102 to form a CDSS (acronym for Cockpit Door Surveillance System for cockpit door monitoring system) and to provide assistance to the occupants of the cockpit 102 to verify, among others, the identity of the persons requesting access to the cockpit 102. Cameras 130 are positioned inside the cabin 104, to observe the activities that take place therein. The cameras 130 are connected to a display system 125 or FAP (acronym for Flight Attendant Panel or screen for the on-board personnel), to form a CVMS (acronym for Cabin Video Monitoring System for video surveillance system of the cabin) which is a cab management aid giving video images of a large part of the cabin. This system helps cabin management, passenger demands and passenger behavior. Preferably, the cameras 130 are also connected to the display system 115 so that the occupants of the cockpit 102 can view the activity in the cabin 104. As illustrated in FIG. 1, one of the passengers, who is in fact a security officer, or skymarshall, is provided with a portable receiver 145, which is detailed with reference to FIG.

A means for centralizing warning signals 135 is positioned on board the aircraft 100. It is detailed with reference to FIG. 2. It is preferably associated with a video signal communication means 140 capable of transmitting video signals to the portable receiver 145.

As illustrated in FIG. 2, the means for centralizing warning signals 135 comprises an on-board computer 210 and a communication means 215 capable of putting in communication the means for centralizing warning signals 135 and the portable receiver 145. embedded computer 210, or TAC (acronym for Threat 10 Assessment Computer for threat validation computer), is an additional embedded computer for centralizing various information from various sources, to manage threats on board the aircraft and to inform the skymarshall. The communication means 215 implements, for example, a WIFI connection with the portable receiver 145 to respond to requests from the portable receiver 145 or to transmit to the portable receiver 145 a message from the onboard computer 210, for example if a threat is approached aboard the plane. This Wifi connection is preferentially secured by a 128-bit cryptographic key.

The TAC 210 is connected to: - a remote air traffic controler (RATC) system 220, a transponder enabling the occupants of the cockpit 102 to warn the ground using a so-called hijacking code that the aircraft is not more under control of the crew; An FMS (Flight Management System) 225 which detects, for example, whether the predefined pre-flight route plan is not followed, according to techniques known per se; - At least one panic button 230, or panic button, specific button positioned in the cockpit 102, with which the flying personnel can send an alert to the TAC 210 to discreetly prevent the skymarshall. Preferably, cabin personnel have a communicating portable device (not shown) adapted to emulate a panic button to send an alert to the TAC 210; - an ECAS (2904506 7 Emergency Cali Alerting System) two-way warning system enabling cockpit to cabin cockpit communication to, for example, alert in the event of major problems on board and - control ATC (acronym for Air Traffic 5 Control) 240 with which operators on the ground can send an alert to the TAC 210, for example in specific cases such as non respect of the flight plan, absence of response to calls, the disappearance of the aircraft 100 of the radar screens. The TAC 210 is thus a means of centralizing alerts relating to the safety of the apparatus, in direct connection with the portable security agent receiver 145, or skymarshall. According to the threat level, determined as indicated below, the TAC 210 decides whether or not to send an alarm signal to the portable receiver 145, via the communication means 215. The TAC 210 can be set 15 depending on the level of threat associated with a geopolitical situation. Particularly in case of serious conflict or recent terrorist attacks, the company can adjust the threat level of the TAC between 1 to 5, with 1 being the lowest level and 5 being the highest level. In the case of a TAC 210 set at threat level 5, for example, any threat information sent by one of the means 220 to 240 directly generates an alarm to the portable receiver 145, even if only one of these means sends an alarm to the TAC 210. In the case of a TAC 210 set at the threat level 1, for example, the five warning means 220 to 240 must have provided a warning signal to the TAC 210, so that the TAC 210 generates an alarm to the portable receiver 145. When the portable receiver 145 receives an alarm, the security agent can start the process of recovering the embedded video signals described below and analyze the situation.

The video signal communication means 140 comprises a video management computer named VRT (Acronym for Video Receiver and Transmitter for Receiver and Video Transmitter) 250, which centralizes the signals from the cameras, and a means 255 for communicating video signals to destination of the portable receiver 145.

The video streams from the cameras 105, 120 and 130 are sent continuously to the VRT computer 250 via the CDSS, the CVMS and the CCSS. The VRT 250 does not necessarily store the images but serves as a gateway in the event that it receives, from the centralization means 135, the order 5 to transmit to the portable receiver 145, at least one signal coming from an on-board camera, for example by via a Wi-Fi connection implemented by the video signal communication means 255. On request of the portable receiver 145, to the TAC 210, request in the form of an encrypted message, the VRT 250 opens a channel communication with the portable receiver 145, the channel through which the video signal is transmitted at high speed, and encrypted. Preferably, this channel implements an antenna (not shown) specific to the communication means 255, installed on board the aircraft 100. In a variant, the communication means 215 and 255 form a single communication means connected to the TAC 210 and VRT 250. Once the communication channel is open between the VRT 250 and the portable receiver 145, the portable carrier security agent 145 transmits to the VRT 250 a request to transmit at least one video signal from one of the cameras installed on board the aircraft. This video signal may come, at the choice of the security agent, the CDSS, the CVMS or the CCSS. So that another person present in the cabin, can not recover this signal (using a spectrum analyzer for example), the transmission uses, preferably, the well-known technology of frequency evasion. It is recalled that frequency evasion is a transmission method using a constant frequency jump during transmission, according to a specific algorithm. This algorithm can be predetermined or quite random. The transmitter operates in synchronization with the receiver. This technique minimizes communication interception or other interference. The frequency evasion technique is frequently used in military warfare applications, and is beginning to become widespread for certain civilian applications requiring maximum transmission security. Another advantage of frequency evasion is the transmission bandwidth, which is much wider than in a single-carrier transmission.

2904506 9 Thus, the video data is transmitted not on a constant frequency, but on a carrier whose frequency varies constantly. Only the receiver with the source frequency codes can decrypt the data. As seen with reference to FIG. 3, the portable receiver 145 takes the form of a communicating mobile terminal, for example a PDA, of known type, so as not to arouse the attention of the passengers present in the cabin. The portable receiver 145 comprises, in particular, a graphic screen 305 adapted to display messages and / or animated images, preferably tactile, a keyboard 310, and a pointing means 320 for moving a pointer in the screen 305, the same way as a computer mouse. In addition, the portable receiver 145 comprises a signal receiving means 315 capable of sending requests to the communication means 215 and possibly to the communication means 255.

Processing means 325, based on a microcontroller, implement the present invention, by performing part of the steps described in FIGS. 4 and / or 5. The security agent has, thanks to the portable receiver 145 and the setting of the present invention, access to centralized alerts and / or images of its choice from the various on-board cameras. It can thus act with a better knowledge of the environment. Preferably, the security agent can also control, via the portable receiver 145, the transmission of at least one video signal from the VRT 250 to the outside of the aircraft 100, for example to special forces on the ground, allowing them to have access to embedded video via a secure broadband link. This operation can, in particular be used if the aircraft is taken hostage to the ground, and that the security officer has no freedom of action. As can be seen in FIG. 4, during a step 405, the level of sensitivity, or threat, of the centralizing means 210, or TAC, is set. Once in operation, during a step 410, an encrypted link, for example Wifi, is set up between the communication means 215 and the communication means 315. During a step 415, it is determined whether a alarm is transmitted to TAC 210, by one of the means 220 to 240 or if a request from the portable receiver 145 is received by the TAC 210. If an alarm signal is received by the TAC 210, during In a step 420, the TAC 210 determines whether an alert is to be transmitted to the portable receiver 145, depending on the sensitivity level selected in step 405, as discussed above. Otherwise, it returns to step 415, it being understood that during step 415, an alarm signal can be canceled by the one, man or machine, which has triggered it. If an alert is to be transmitted by the TAC 210 to the portable receiver 145, in a step 425, the communication means 215 transmits, in an encrypted manner, an encrypted message representative of the alert to the portable receiver 145. Preferably, this message is representative of the origin of each alarm signal received by the TAC 210. It then returns to the step 415. If, during the step 415, it is determined that a request coming from the portable receiver 145 is received by the TAC 210, during a step 430, it is determined whether this request relates to states of alarm signals or images from embedded cameras. If the request relates to the alarm signal states, in a step 435, the TAC 210 transmits to the portable receiver 145 a history of the alarm triggers since the start of the flight. Then, we return to step 415. If the request concerns images to be transmitted, during a step 440, the TAC 210 transmits to the video signal communication means 140, a communication channel opening request with the receiver 145. During a step 445, the communication means 255 opens a secure communication channel 25 with the receiver 145 and transmits a signal representative of the image captured by one of the on-board cameras, preferentially by traversing all embedded cameras, for example by providing the image from each camera for two seconds. Then, in a step 450, the portable receiver 145 makes a request indicating which camera it wishes to receive the image. For example, during step 450, the security agent stops the image switching started in step 445. In another example, the portable receiver 145 displays a plane of the aircraft on which represented the positions of the different cameras, those being assigned a unique number. The security agent selects one of the cameras, for example by entering his number using the keyboard 310 or by pointing at the camera under consideration with the pointing device 320 or the touch screen 305. The VRT 250 then performs, during a step 455, switching of the image source requested by the security agent and provides the portable receiver 145, via the communication means 255, a signal encoded video representative of the signal provided by the selected camera. In a variant, the security agent selects an image portion that he wishes to display, during step 450, this image portion being represented by the request transmitted to the TAC 210 and, in the course of step 455, the CTR transmits an image representative of this single image portion. Indeed, the image sensors of the cameras generally have a definition superior to that of the portable receiver screens and this variant allows the security agent to better visualize the parts of images that interest him. At the end of step 455, it returns to step 415 or step 450 depending on whether the user of the portable receiver closes the link with the VRT 250, or not. FIG. 5 illustrates an alternative embodiment of the device illustrated in FIGS. 1 to 4, in which the VRT 250 performs image processing on the images coming from the cameras 105, 120 and 130 to trigger an alarm signal of the TAC 210 and / or to automatically select a video image source to be transmitted to the portable receiver 145. This variant can operate in combination with the steps illustrated in FIG. 4. In a step 505, the VRT 250 determines whether abnormal activity is detected by performing image processing provided by the on-board cameras. The image processes concerned may be of known type, for example, in the field of video surveillance or may be specific to the application of the present invention. For example: - the detection of a race in the cabin; detection of a person lying on the ground, squatting or on their knees; and detecting that many passengers are hiding behind the seat of the previous row 2904506 12 can be carried out by image processing. If no abnormal activity is detected, return to step 505. If abnormal activity has been detected, the VRT 250 transmits an alarm signal to TAC 210 during a step 510. Then, in a step 515, the VRT 250 makes available to the security officer's portable receiver 145 the image from the camera from which abnormal activity has been detected and returns to step 505. Thus, if an abnormal activity moves from the optical field of a camera to the field of view of another camera, the security officer has, at all times, an image representing this activity, for example a race. or a spread of a panic movement. In a variant, the portable receiver 145 makes it possible to transmit an alarm signal to the TAC 210, such as an embedded portable panic button. This alarm signal is then relayed by the TAC 210, on the one hand in the cockpit 102 and, on the other hand, on the ground. Alternatively, the portable receiver 145 includes an image sensor and is adapted to transmit to the TAC 210 and / or the VRT 250, a signal representative of an image taken by this image sensor. The TAC 210 then makes this image available to the CCSS and / or the CDSS so that it can be viewed in the cockpit and / or recorded and, possibly, transmits it to the ground. It is observed that the viewing of documents, images or even video can pass relatively unnoticed on the portable receiver 145, PDAs being more and more present in everyday life, including in aircraft.

The implementation of the present invention thus makes it possible to transmit to the portable receiver 145 an alert signal and / or at least one image originating from an on-board camera. However, it is observed that in the second case, the security agent can obtain the image from an on-board camera even if no alert signal has been transmitted to his portable receiver 145.

Claims (12)

  1 - Safety device on board an aircraft (100), characterized in that it comprises: - at least one camera (105, 120, 130) positioned inside the aircraft, adapted to provide a signal video representative of a scene on board said aircraft, means (255) for transmitting signals representative of at least one video signal from a said camera and a portable receiver (145) comprising at least one means (315) receiving signals transmitted by said transmitting means and a display screen (305) of an image represented by said signals.   2 - Safety device according to claim 1, characterized in that it comprises a video surveillance system of the cabin (104) having, within the cabin, at least one said camera (130).   3 - Safety device according to any one of claims 1 or 2, characterized in that it comprises a cockpit door monitoring system (106) (102) comprising at least one said camera (120), in the cabin, near the cockpit access door. 20   4 - Safety device according to any one of claims 1 to 3, characterized in that it comprises a camera security system (105) in the cockpit (102).   5 - Safety device according to any one of claims 1 to 4, characterized in that it comprises a centralization means (250) of the signals from a plurality of cameras (105, 120, 130) positioned at the interior of the aircraft (100), said centralizing means controlling the signal transmitting means (255).   6 - Safety device according to claim 5, characterized in that the portable receiver (145) comprises a transmission means (315) to the centralization means (250) of an image transmission request, the centralization means being adapted, in response to said image transmission request, to transmit by the signal transmission means (255) at least one image from at least one camera (105, 120, 130) positioned at inside the aircraft (100). 2904506 14   7 - Safety device according to any one of claims 5 or 6, characterized in that the transmission means (315) of the portable receiver (145) is adapted to transmit to the centralization means (250), a switching request d image, the centralizing means being adapted, in response to said image transmission request, to switch at least one camera from which an image is transmitted, by the signal transmission means (255) to the receiver portable.   8 - Safety device according to any one of claims 1 to 7, characterized in that it further comprises: - a centralization means (135) of warning signals positioned on board said aircraft (100) and - communication means (215) between said signal centralization means and said portable receiver (145).   9 - Safety device according to any one of claims 1 to 8, characterized in that the means (255) for transmitting signals is adapted to communicate in encrypted manner with the portable receiver (145).   10 - Safety device according to any one of claims 1 to 9, characterized in that the signal transmitting means (255) is adapted to communicate by frequency evasion with the portable receiver (145). 20   11 - A method of security on board an aircraft, characterized in that it comprises: - an image taking step, with at least one camera positioned inside the aircraft which provides a video signal representative of a scene on board said aircraft and a step of transmitting signals representative of at least one video signal coming from a said camera, intended for a portable receiver comprising at least one means for receiving the transmitted signals and a display screen of an image represented by said signals. 12 - Aircraft (100), characterized in that it comprises a device according to any one of claims 1 to 10.