FR3133598A1 - Device and method for improving a pilot's awareness of the situation and state of an aircraft - Google Patents

Abstract

The present invention provides a visual aid device (200) for improving a pilot's awareness of the situation and state of an aircraft, which comprises means for: (202) determining, from relative information for the current navigation of the aircraft, if current attitude and drift data of the aircraft must be reported to the pilot by an optical channel; (204) converting said current attitude and drift data to be reported into attitude and drift data for light display; (206) select a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, to display said attitude and drift data; (208) calculate for each selected light strip, a set of configuration parameters; and (210) simultaneously trigger on each selected light strip the ignition of said light units as calculated. Figure for abstract: Fig.2b

Description

Device and method for improving a pilot's awareness of the situation and condition of an aircraft

The present invention relates to the field of human-machine interfaces (HMI) and more specifically to human-machine interfaces configured to provide a pilot with visual aid as to the situation and state of the piloted aircraft, thus improving his awareness of the situation, in particular his awareness of the attitude and skidding of the aircraft.

State of the art

An aircraft pilot for navigation needs to watch a large part of his time outside the cockpit to gather information about the environment external to the aircraft. This information is necessary to carry out safe and efficient navigation, to avoid obstacles, or to search for points of interest to land a helicopter for example.

In addition, the pilot must carry out repetitive checks of the navigation dashboard indicators, requiring a diversion of his view. You should know that reading the dashboard indicators or the pilot's fixation on the navigation trajectory stimulates the pilot's foveal vision. By foveal vision we mean vision due to the central part of the retina, called the fovea. During stimulation of foveal vision, the eye stops for 200 to 400 ms on the fixation point to obtain high-resolution details. It is then characterized by superior cognitive activity to analyze the visual stimulus in a precise and detailed manner. By “cognitive load” we mean the intensity of the mental, physical, sensory and psychological activity of the user (a pilot for example) to carry out cognitive processes in interaction with information from the environment inducing actions in response to a particular situation.

However, in particular situations, when the pilot cannot divert his view from the external environment, the procedure requires the co-pilot to report information from the navigation dashboard by sound. However, in situations of extreme stress, it has been shown that pilots' hearing sensitivity is greatly reduced, making the exchange of information with the co-pilot impossible, or causing excessive latency in the transmission of information. Numerous reports analyzing plane accidents have shown that pilots no longer hear audible alarms in cases of extreme stress preceding the disaster.

Also, there is a need for a solution which provides a pilot with information regarding the situation of the aircraft flown in conditions where his foveal vision is already required with a virtual impossibility of looking away from the point of fixation or when the pilot cannot divert his attention from his task of searching for points of interest, and where the use of other sensory channels is impossible or difficult or prohibited (for example: physical disability, situation of extreme stress, noisy environment, absence of the co-pilot).

Such a solution must provide the pilot with intuitive information to better understand the situation and the state of his aircraft, particularly in conditions of degraded visibility, must improve his awareness of the situation but without increasing his mental load, whether in context diurnal or nocturnal.

There are various aircraft piloting assistance systems to help a human maintain visual concentration as best as possible while providing optical information.

A known system is based on a head-up display (HUD for “Head Up Display” in English). The principle consists, in an airplane or car cockpit, of displaying information on a transparent screen which is located in part of the visual field already scanned by the pilot. Information is displayed as digital symbols (alphanumeric characters) or analog symbols (geometric shape in two-dimensional space). The pilot changes his gaze from time to time towards the HUD to acquire information. The main disadvantage of this system is that the pilot must release his foveal vision, already busy acquiring important information, to use it to read additional information on a screen, precise information sometimes requiring an effort to read. reading and/or analysis. This generates an additional cognitive load for him, which makes this solution not suitable for difficult navigation conditions, particularly those causing stress.

Augmented reality helmet solutions (HMD for “Helmet-Mounted Display” in English) are based on the integration of a screen which provides a display which permanently follows the pilot's gaze. The helmet allows the continuous display of information consistent with the external vision. Information is displayed as digital symbols (alphanumeric characters) or analog symbols (geometric shape in two-dimensional space). The disadvantage of this solution is that the additional information is displayed in the foveal field of vision and its interpretation by the pilot generates an additional cognitive load. Furthermore, this solution generates a significant cost. This makes this solution unsuitable for difficult navigation conditions, particularly those causing stress.

Patent application EP 3 084 751 B1 entitled “Peripheral Vision Hover Drift Cueing” describes a drift detection system in peripheral vision which makes it possible to optically present to the pilot the drift in hovering flight (“Hover Drift”) of before backwards and laterally. Light-emitting diodes are used to represent this information and are placed exclusively in the pilot's peripheral field of vision. To represent fore/aft drift, LED strips are placed on the cockpit door frame, and to represent lateral drift, LED strips are placed in front in the pilot's peripheral field of vision. The limits of this solution are that it only provides drift information, and that it does not provide the pilot with other fundamental information such as attitude and speed. In addition, light emitting diodes positioned in the pilot's forward peripheral field of vision may not be seen when the pilot must wear night vision binoculars (NVB). By “peripheral vision” we mean the stimulation of the reception areas of the eye outside the fovea. It delivers global, compressed and distorted impressions of the total field of vision. It covers a very wide visual field of 110° for each eye. It is then characterized by lower cognitive activity to deliver a general impression of a visual situation without detail.

However, attitude and speed information is particularly important when a crew finds itself in a degraded visual environment (DVE). A common case is that of the helicopter pilot during brownout or whiteout maneuvers.

The brownout phenomenon corresponds to the loss of visibility caused by the raising of a cloud of dust and sand by the rotor wash when a helicopter lands or takes off in an arid desert area. The pilot finds himself in a sudden situation of degraded visibility, he loses his bearings and his external visual guidance references. He begins to become disoriented and has poor perception of distances and heights when his device is close to the ground. The pilot can be subjected to such sensory illusions and spatial disorientation that they can cause serious accidents.

Landings on snow cause a similar phenomenon called “whiteout”, where the air movements generated by the rotor lift the snow, and in the same way lead to loss of bearings and spatial disorientation.

Thus, there is a need not covered by existing solutions, to be able to provide a pilot suddenly finding himself in a situation of degraded visibility, with information, through the optical channel (even if his foveal vision is already required), allowing you to better understand the situation and the state of your aircraft, in particular non-binary information on attitude and slip speed, without increasing your mental load.

A solution to this need must also cover situations where a pilot finds himself in conditions of degraded visibility day and night.

The present invention addresses this need by exploiting a pilot's optical sensory channel to provide navigation information without increasing their cognitive load.

The subject of the invention is a guidance device in a navigation environment (real or virtual), intended to be embarked in a cockpit, and allowing a pilot to avoid the problems of loss of reference points and related spatial disorientation. to a lack of visibility.

The device of the invention allows a pilot to understand the situation in which he finds himself, in particular the state in which his aircraft is in terms of attitude (pitch, roll, yaw) and drifts (for the three axes dX, dY, dZ).

Attitude control involves controlling orientation in space and pitch, roll and yaw movements.

Advantageously, the device of the invention makes it possible not to increase the mental load of a driver who is in a state of high stress, by providing intuitive optical information making it easier for him to understand the orientation of his vehicle in space, and allowing it fine-tuned control of pitch, roll and yaw movements.

The invention can be applied in a real navigation environment (aeronautical, space, terrestrial or maritime) or virtual (navigation simulator for learning, virtual reality).

To obtain the desired results, a visual aid device is proposed to improve a pilot's awareness of the situation and the state of a piloted aircraft, adapted for an aircraft having a cockpit having walls equipped with uprights on which light strips composed of a plurality of light units are arranged.

The device of the invention comprises: means for determining, from information relating to the current navigation of the aircraft, whether current attitude and drift data of the aircraft must be reported to the pilot via a channel optical; means for converting said current attitude and drift data to be reported into attitude and drift data for light display; means for selecting a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, to display said attitude and drift data; means for calculating for each selected light strip, a set of configuration parameters, in particular number, location, color and intensity parameters for light units to be turned on; and means for simultaneously triggering, on each selected light strip, the ignition of said light units as calculated.

The invention proposes several alternative or combined embodiments.

According to a particular aspect of the invention, the means for selecting a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, are configured to select a number of light strips depending on the nature of the attitude and drift data to be reported, in particular depending on whether the attitude data relates to the pitch and/or roll and/or yaw of the aircraft, and according to the axis(es) (x, y, z) concerned for the drift data.

According to a particular aspect of the invention, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of flowing liquid in a tube.

According to a particular aspect of the invention, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of straight movement -left or left-right.

According to a particular aspect of the invention, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of high movement -low or low-high.

According to a particular aspect of the invention, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of scrolling in a direction opposite to the movement of the aircraft.

According to a particular aspect of the invention, the calculation means are configured to determine a day mode or a night mode, and select configuration parameters of the light units, in particular the number, location, color and intensity of the light units. light units to turn on in day or night mode.

According to a particular aspect of the invention, the means for determining whether current attitude and drift data of the aircraft must be signaled to the pilot by an optical channel, are configured to detect a variation in the values of said attitude data and drift, and to determine whether the new attitude and drift data should be reported to the pilot via an optical channel.

According to a particular aspect of the invention, roll data is indicated in the pilot's peripheral field of vision on a light strip located on an arcuate upright above the pilot's head, by light units lit on the left and to the right depending on the current roll angle of the aircraft.

According to a particular aspect of the invention, the roll angle is measured relative to a reference point located in the center of the cockpit or located at the level of the pilot's head.

According to a particular aspect of the invention, yaw data is indicated in the pilot's central field of vision on a light strip located on a horizontal upright in front of the pilot by light units lit to the left or right of a point central of the light strip according to the current lateral slip of the aircraft.

According to a particular aspect of the invention, pitch data are signaled in the pilot's central field of vision on a light strip located on a vertical upright in front of the pilot, by light units lit at the top or bottom of a central point of the light strip according to the current variation of the aircraft attitude.

According to a particular aspect of the invention, drift data is indicated in the pilot's peripheral field of vision on light strips located on horizontal uprights to the right and left of the pilot, by light units lit in the opposite direction of movement. of the aircraft.

The invention also relates to an air or land or maritime transport vehicle with a pilot cabin having walls equipped with uprights on which light strips composed of a plurality of light units are arranged, and where the pilot cabin comprises an implementation of the device of the invention.

In one embodiment, the vehicle is a helicopter having a cockpit having walls equipped with uprights on which light strips composed of a plurality of light units are arranged, said pilot cabin comprising a device according to the invention .

The invention further relates to a piloting simulator in a virtual navigation environment which comprises a pilot cabin having walls equipped with uprights on which light strips composed of a plurality of light units are arranged, and where the cockpit includes a simulator implementation of the device of the invention.

The invention also addresses a computer program comprising code instructions which, when the program is executed by a computer, lead it to implement the method of assisting in guiding an aircraft of the invention.

According to suitable implementation variants, the device of the invention finds applications in the space, terrestrial or maritime domain. It is also possible to apply the invention in the field of entertainment, video games, virtual and augmented reality.

Other characteristics and advantages of the present invention will appear better on reading the description which follows in relation to the following appended drawings.

illustrates a sectional view along the (x, y) plane of the foveal, central and peripheral fields of vision of a pilot.

illustrates a sectional view along the (z, y) plane of the foveal, central and peripheral fields of vision of a pilot.

illustrates an embodiment of the guidance assistance device of the invention in a helicopter cockpit.

is a symbolic representation of the device of the invention for a helicopter cockpit.

illustrate different embodiments of the guidance assistance device according to the invention to assist a pilot in controlling the roll of his aircraft.

illustrate different embodiments of the guidance assistance device of the invention to assist a pilot in controlling the lateral skidding of his aircraft.

illustrates an embodiment of the guidance assistance device of the invention to assist a pilot in controlling the pitch of his aircraft.

illustrate different embodiments of the guidance assistance device of the invention to assist a pilot in controlling the longitudinal skidding of his aircraft.

illustrates the steps of the guidance assistance method of the invention in one embodiment.

is a diagram of a calculation component allowing a software implementation of the device of the invention.

Detailed description of the invention

There illustrates a sectional view along the (x, y) plane illustrating the foveal field of vision, the central field of vision and the peripheral field of vision from the point of view of a pilot in a cockpit. For what follows, the same elements of description apply to a user of a virtual reality device according to the particularities specific to this application.

We place ourselves in the orthonormal reference frame in space (x, y, z). To simplify the illustration, we consider that the y axis corresponds to the navigation direction of the aircraft in this example. The z axis corresponds to the navigation altitude of the aircraft in this example illustration. We represent the right OD and left OG eyes of the pilot who looks in the direction of navigation along the y axis.

We distinguish the foveal field of vision VF according to the plane (x, y) covering a narrow window of space estimated at an opening of 3° to 5° for each eye from the central axis Δ. The pilot's fixation on the navigation path stimulates the pilot's foveal vision. The pilot's OD and OG eyes point to a fixation point for high-resolution details. Coverage of the foveal field of vision is then characterized by superior cognitive activity to analyze the visual stimulus in a precise and detailed manner (reading indicators, following a precise trajectory).

We distinguish the central field of vision VC according to the plane (x, y) covering a narrow window of space estimated at an opening of 20° to 30° for each eye from the central axis Δ. In this field of vision, the human eye is able to distinguish colors and recognize symbols with an average cognitive load.

We distinguish the fields of peripheral vision VPG and VPD according to the plane (x, y) associated respectively with the left eye OG and the right eye OD. The right peripheral field of vision VPD covers a wide window of space estimated at an opening of 94° to 110° from the central axis Δ to the right. Thus the peripheral vision of the right eye OD makes it possible to deliver overall impressions of the right portion of the interior space of the cabin covered by the peripheral field of vision VPD. The left peripheral field of vision VPG covers a wide window of space estimated at an opening of 94° to 110° from the central axis Δ to the left. Thus the peripheral vision of the left eye OG makes it possible to deliver overall impressions of the left portion of the interior space of the cabin covered by the peripheral field of vision VPG. As previously indicated, stimulating peripheral vision provides additional information without generating cognitive overload.

There illustrates a sectional view along the (y, z) plane showing the foveal field of vision, the central field of vision and the peripheral field of vision from the point of view of a pilot in a cockpit. We always refer to the same spatial reference (x, y, z) of the .

The observations detailed in the remain valid for the foveal field of vision VF and the central field of vision VC of the . Thus, generalizing in the three spatial dimensions, the foveal field of vision VF describes a cone of revolution defined by the central axis Δ and by a solid angle of 3° to 5°. The central field of vision VC describes a cone of revolution defined by the central axis Δ and by a solid angle of 20° to 30°.

We distinguish the fields of peripheral vision VPH and VPB according to the plane (y, z) covered simultaneously by the left eye OG and by the right eye OD. The high VPH peripheral field of vision covers a wide window of space estimated at an opening of 94° to 110° from the central axis Δ upwards. Thus the peripheral vision of the two eyes OD and OG makes it possible to deliver overall impressions of the upper portion) of the interior space of the cabin (above the pilot's head. The low peripheral vision field VPB covers a wide window of the space estimated at an opening of 94° to 110° from the central axis Δ downwards. Thus the peripheral vision of the two eyes OD and OG makes it possible to deliver overall impressions of the lower portion of the interior space of the cabin (at the level of the pilot's feet). As indicated previously, the stimulation of peripheral vision makes it possible to provide additional information without generating cognitive overload.

There illustrates an embodiment of the guidance assistance device of the invention in a cockpit of a helicopter, and the is a symbolic representation of the device of the invention for the example of the .

The example is chosen for purposes of description and is not restrictive. Those skilled in the art will be able to apply the principles described to other forms of cockpit, other types of aircraft (real or simulated), in order to implement an aircraft guidance aid device conforming to the invention, making it possible to bring into both the central field of vision and the peripheral field of vision of a pilot information regarding the situation of the aircraft, in particular information on the attitude and drift, and this without increasing your mental load.

In the example chosen, the cockpit which comprises a plurality of walls, has certain walls equipped with uprights or frames (M1, M2, M3, M4, M5) on which light strips are arranged, the latter being composed of a plurality of light units (represented by points on the ). The guidance assistance device of the invention comprises different functional modules 200 making it possible to activate light units on the different light strips, in order to pass to the pilot optical information relating to the attitude and drift of the helicopter. Advantageously, the light units which are selected to be turned on are located in the central field of vision and the peripheral field of vision of the pilot. Thus, as illustrated on the , the uprights M1, M2 corresponding to the door frames on the left and right, and the upright M3 corresponding to the arcuate frame above the pilot's head, which are located in the pilot's peripheral field of vision are equipped with light strips that can be controlled by the device of the invention. The uprights M4 and M5 corresponding to the frontal frame respectively vertically and horizontally, which are located in the central field of vision of the pilot are equipped with light strips which can be controlled by the device of the invention.

In one embodiment, the functional modules consist of means 202 for determining, from information relating to the current navigation of the aircraft, whether current attitude and drift data of the aircraft must be reported to the driven by an optical channel; means 204 for converting the current attitude and drift data to be reported into attitude and drift data for optical display; means 206 for selecting light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, in order to display the attitude and drift data; means 208 for calculating for each selected light strip, at least number, location, color and intensity parameters for light units to be turned on; and means 210 for simultaneously triggering, on each selected light strip, the ignition of the selected light units as calculated.

The determination module 202 can be coupled to different components fitted to the aircraft making it possible to acquire current navigation information of the aircraft in real time, in particular on the state of the aircraft in terms of attitude and drift.

The components making it possible to acquire navigation information can be sensors for measuring physical quantities of the navigation environment. The sensors may include an accelerometer, an inertial unit, a gyrometer, a static pressure sensor, a thermometer, a magnetometer and any other type of sensors useful for providing navigation information of a vehicle.

The information measured can correspond to physical quantities of different nature such as the position of an obstacle to be avoided, the speed of the aircraft, the attitude of the aircraft, landing indicators and any other information useful to the pilot.

The determination module 202 can also be coupled to receivers to receive navigation information from a third-party transmitter. As an example, and without loss of generality, the transmitter can be a tour operator or another aircraft.

All of this information, which is constantly monitored, consists of the attitude (pitch, roll, yaw) of controlling the orientation of the helicopter in space and the movements of the helicopter. The drift is monitored (on the three axes dX, dY, dZ) to prevent the device from slipping.

These data in normal navigation conditions are reported to the pilot by indicators on the navigation dashboard. In addition, the pilot himself exercises his perception on these parameters by looking outside to search for points of interest. However, in a situation of degraded visibility (for example during a landing in brownout or whiteout conditions), the helicopter pilot who begins to lose his bearings and become disoriented can no longer be helped by the broadcast channels. usual.

Also, the device of the invention by the determination module 202 makes it possible to decide from a set of conditions whether attitude and drift information must be signaled to the pilot by the optical channel according to the invention, in order to provide guidance assistance.

The conditions can group together conditions relating to measurements of threshold values of the various parameters of pitch, roll, yaw, drift, but also measurements of the level of visibility (such as, for example, measurements relating to the dust cloud). Conditions can also overlay measures of pilot stress and trigger the activation of information on the optical channel if a stress threshold is too high. Those skilled in the art may define other conditions depending on the context of use of the device of the invention.

In one embodiment, the means 202 for determining whether current attitude and drift data of the aircraft must be signaled to the pilot by an optical channel, are configured to detect a variation in the values of said attitude and drift data. drift, and to determine whether the new attitude and drift data should be reported to the pilot via an optical channel.

The device of the invention also comprises means 204 for converting the current attitude and drift data which are to be reported by the optical channel according to the invention, into a data format (attitude and drift) compatible for make it possible to trigger a light display representative of this information. Such a conversion may consist of translating the various attitude and drift information into specific control signals to address the light strips.

The device of the invention further comprises means 206 for selecting from the control signals light strips which are positioned in the peripheral field of vision and in the central field of vision of the pilot, and comprises means 208 for calculating a set of configuration parameters for each selected light strip. The configuration parameters cover at least parameters of the number of light units to be turned on, their location, their intensity. Other parameters can be defined such as color or display duration in order to simulate movements.

The means 206 for selecting a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, are configured to select a number of light strips depending on the nature of the attitude and drift data to be report, in particular depending on whether the attitude data relates to the pitch and/or roll and/or yaw of the aircraft, and according to the axis(es) (x, y, z) concerned for the drift data.

The light units can be electroluminescent components such as LED, OLED or LCD type diodes, capable of emitting light with adjustable lighting intensity.

The configuration parameters of each light strip are calculated for current data to be reported, on the basis of parameters which have been predefined for each light strip, and where each strip is assigned to the display of specific attitude information or of drift.

In one embodiment, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of liquid flowing in a tube .

In one embodiment, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of right-left movement or left right.

In one embodiment, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of up-down movement or down up.

In one embodiment, the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of scrolling in an opposite direction to the movement of the aircraft.

In one embodiment, the calculation means are configured to determine a day mode or a night mode, and select the configuration parameters (number, location, color, intensity, emission frequency, etc.) of the light units to be lit according to day or night mode. The transmission frequency can be adjusted by requesting, for example, the compatible JVN transmission device.

Thus, on the example of Figures 2a and 2b, the light strips placed on the uprights M1 and M2 (corresponding to the door frames on the left and right) are dedicated to the optical display of longitudinal slip information. The light strip placed on the M3 upright (corresponding to the arcuate frame above the pilot's head) is dedicated to the optical display of roll information. The light strip placed on the M4 upright (corresponding to the vertical front frame) is dedicated to the optical display of pitch information. The light strip placed on the M5 upright (corresponding to the horizontal front frame) is dedicated to the optical display of yaw information.

The device of the invention further comprises means 210 for simultaneously triggering, on each selected light strip, the lighting of the selected light units, according to the calculated lighting configuration.

The light display according to the device of the invention makes it possible to provide visual information to the pilot in his central field of vision and his peripheral field of vision without stimulating his foveal vision while avoiding cognitive overload.

Figures 3a to 3d illustrate different embodiments of the guidance assistance device according to the invention to assist a pilot in controlling the roll of his aircraft.

Still according to the example of the from a helicopter cockpit, the visual roll information is sent to the pilot via the light strip placed on the M3 upright in the pilot's peripheral field of vision. The visual information to represent the roll will correspond to the roll angle of the helicopter, and will consist of triggering on the arc of the M3 upright, an ignition on the left and right in real time of a number of light units, depending on the current roll angle of the helicopter, giving the perception of liquid flowing in a tube.

There illustrates an embodiment of the visual representation of roll in which the roll angle is represented relative to the center of the cockpit. The visual information consists of lighting all the light units located below the two intersections (302, 304) forming the roll axis with the arcuate upright.

There illustrates an embodiment of the visual representation of roll in which the roll angle is represented relative to a center located at the pilot's head. The visual information consists of lighting all the light units located below the two intersections (306, 308) forming the roll axis with the arcuate upright. This achievement allows better visualization of the angles.

Figures 3c and 3d illustrate two variants of the embodiments of Figures 3a and 3b, in which only the light units close to the two intersection points can be lit.

Those skilled in the art can derive other alternatives for the visual representation of the roll of the aircraft, such as implementing a color change when the roll angle approaches the safety limits, for example by carrying out a progressive passage from white to amber then to red.

The choices for implementing the visual representation of roll can be predefined according to the type of aircraft, its use, pilot preferences or even other criteria.

The pilot, when the visual aid on the roll is active, understands intuitively that to level his helicopter, he must align the top of each of the two lines of light units (right and left) approximately at the level of her head.

Thus, by an intuitive visual representation which intervenes in his peripheral field of vision, the pilot is helped in his piloting without being impacted in his mental load.

Figures 4a and 4b illustrate different embodiments of the guidance aid device of the invention to assist a pilot in controlling the lateral skid of his aircraft also called yaw (horizontal rotational movement of the aircraft around its axis vertical as shown schematically on the right of the ).

The visual information to represent the yaw is sent to the pilot via the light strip placed on the M5 upright which is in his central field of vision. The visual information corresponds to the lateral skid angle of the helicopter, and its activation will consist of triggering in real time on the light strip placed on the M5 upright, a horizontal ignition to the left or to the right (depending on whether the skid side is on the right or on the left) of a number of light units, depending on the current sideslip angle of the helicopter.

In one embodiment shown on the , for the example of the cockpit of a helicopter, the visual yaw information is represented by a horizontal light task 402 corresponding to the lighting of one or more neighboring light units, at identical intensities or at different intensities varying from the strongest in the center to the weakest on the periphery.

The choices for implementing the visual representation of yaw can be predefined according to the type of aircraft, its use, pilot preferences or even other criteria. In particular, a specific color can be assigned to the visual yaw information (and different colors for the visual information of pitch and roll).

When landing, a pilot must avoid skidding sideways. The light spot representing the lateral skid of his aircraft indicates to him when it has been determined that visual information should be signaled to him, that he must act to bring this light spot back to the center of the light strip, by bringing its speed vector in its longitudinal axis.

In a variant embodiment shown in , a rendering is added bringing a perception of movement of the light task, by progressive lighting of neighboring light units, starting from the brightest task and moving in the opposite direction of movement. This variant can allow the pilot to better perceive variations in yaw. Thus, in a case where the helicopter is skidding to the left, light units will gradually light up on the horizontal strip in order to give the impression of movement to the right towards the center. This also indicates the maneuver to be carried out to return to the axis of movement (and vice versa for a skid to the right).

There illustrates, for the example of the cockpit of a helicopter, an embodiment of the guidance assistance device of the invention to assist a pilot in controlling the pitch of his aircraft or attitude.

The visual information to represent the pitch is sent to the pilot via the light strip placed on the M4 upright which is in his central field of vision, and will consist of triggering in real time a vertical ignition above or below a central point defined in the middle of the light strip (depending on whether the pitch is forward or backward) of one or more neighboring light units depending on the current pitch value of the aircraft. The light units can be turned on at the same intensities or at different intensities varying from the strongest in the center to the weakest on the periphery.

The visual pitch information is thus represented by a vertical light spot 502. A central reference point ‘O’ is predefined and indicated by a light unit lit in a different color or by any physical device placed on the center of the light strip.

To make the attitude of his aircraft zero, the pilot thus understands intuitively that he must bring the light spot back towards the central point 'O', and this by making a downward movement in the example of the .

In a variant embodiment, a perception of the vertical movement speed of the aircraft is added by progressive lighting of light units neighboring the light spot which represents the attitude. This progressive ignition moves upwards as the aircraft descends and vice versa downwards as the aircraft ascends.

The choices for implementing the visual representation of pitch can be predefined according to the type of aircraft, its use, pilot preferences or even other criteria. In particular, a specific color can be assigned to the visual information of pitch (and different colors for the visual information of yaw and roll).

Figures 6a to 6c illustrate different embodiments of the guidance assistance device of the invention to assist a pilot in controlling the longitudinal skidding of his aircraft.

The visual information to represent the longitudinal slip is sent to the pilot via the light strips placed on the left M1 and right M2 pillars which are in his peripheral field of vision.

The visual longitudinal skid information will consist of triggering in real time progressive lighting on each right and left light strip of one or more neighboring light units to represent forward movement if the aircraft is moving backwards or to represent a backward movement if the aircraft moves forward, in order to give the pilot the sensation of seeing the lighting units flash in the direction opposite to the movement of the aircraft.

So on the , it is illustrated a progressive lighting of the light units on the left and right (602, 604) starting from the center outwards to indicate to the pilot a forward movement of his aircraft, and on the , it is illustrated a progressive lighting of the left and right light units (606, 608) starting from the outside towards the center to indicate to the pilot a backward movement of his aircraft.

To control the longitudinal skid, the pilot thus understands intuitively without being disturbed in his mental load that he must slow down or accelerate his movement in the longitudinal axis depending on the landing strategy previously established.

In alternative embodiments illustrated on the different representations of the , when it is detected that the pilot must be signaled to both a longitudinal movement and a lateral movement of the aircraft, the symbology of the longitudinal skid can be lightened to light up light units only on one side (i.e. on the left pillar M1, or on the right pillar M2) in addition to the light units lit on the front pillar M5 indicating lateral movement. This allows you to maintain the corridor effect.

The pilot thus visually perceives a forward-right movement (at the top left of the ), or a forward-left movement (bottom left of the ), or a rear-right movement (top right of the ), or a rear-left movement (bottom right of the ).

In one embodiment, in order to take into account day mode and night mode, the light strips of the M4 and M5 uprights of the central field of vision can have a double row of light units, one row being dedicated to day mode and the other row being dedicated to night mode.

Those skilled in the art can design an interactor to switch from day mode to night mode, or other devices such as for example and without limitation: a brightness sensor, a wearing or activity detection sensor for vision binoculars nocturnal JVN. Each of the rows is chosen so that the light units emit at a specific wavelength to be perceived by the pilot respectively without port of JVN (in the visible spectrum) and with port of JVN (Infrared).

There illustrates the steps of the guidance assistance method 700 of the invention in one embodiment. The method is implemented by computer to assist in guiding an aircraft having a cockpit having walls equipped with uprights on which light strips composed of a plurality of light units are arranged.

The method comprises steps consisting of:

702: determine from information relating to the current navigation of the aircraft, whether current attitude and drift data of the aircraft must be reported to the pilot by an optical channel.

704: convert said current attitude and drift data to be reported into attitude and drift data for light display.

706: select a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, to display said attitude and drift data.

708: calculate for each selected light strip, at least number, location, color and intensity parameters for light units to be turned on.

710: simultaneously trigger on each selected light strip the switching on of said light units as calculated.

There illustrates an embodiment of a system making it possible to implement the guidance assistance method according to the invention. In this embodiment, the device of the invention 800 is integrated as an application into a general flight management system 802 already on board an aircraft, such as an FMS (“Flight Management System”) for example.

A known FMS type system has a man-machine interface 804 comprising for example a keyboard and a display screen, or simply a touch display screen, as well as different databases 806 and functional modules 808 making it possible to perform the common functions of a flight manager.

There are different flight management systems whose capabilities and functionalities may vary depending on the targeted aircraft (helicopter, airliner, etc.). The FMS is generally coupled to different sensors 810 (GPS, INR, etc.) making it possible to retrieve information relating to the current environment of the aircraft which is used by the functional modules of the FMS.

In this variant embodiment, the calculations made by the different functional modules of the guidance assistance device according to the invention 800 are carried out by processors 812 of the FMS execution platform.

In a variant embodiment, the calculations made by the different modules of the device of the invention are carried by a specific partition of a hardware platform specific to avionics but different from that of the FMS, such as for example a platform of a “Electronic Flight Bag” (EFB) type device.

The method of the invention can be implemented using hardware and/or software elements. The method may be available as a computer program product on a computer-readable medium. The method can be implemented on a system that can use one or more dedicated electronic circuits or a general-purpose circuit. The technique of the method according to the invention can be carried out on a reprogrammable calculation machine (a processor or a microcontroller for example) executing a program comprising a sequence of non-transitory instructions, or on a dedicated calculation machine (for example a set logic gates such as an FPGA or an ASIC, or any other hardware module). The different modules of the system according to the invention can be implemented on the same processor or on the same circuit, or distributed across several processors or several circuits. The modules of the system according to the invention consist of calculation means including a processor. 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, but capable of being executed by one or more processors.

Claims (16)

Visual aid device (200) for improving a pilot's awareness of the situation and the state of a piloted aircraft, the aircraft having a cockpit having walls equipped with uprights on which light strips are arranged composed of a plurality of light units, the device comprising:
- means (202) for determining, from information relating to the current navigation of the aircraft, if current attitude and drift data of the aircraft must be reported to the pilot by an optical channel;
- means (204) for converting said current attitude and drift data to be reported into attitude and drift data for light display;
- means (206) for selecting a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, to display said attitude and drift data;
- means (208) for calculating for each selected light strip, a set of configuration parameters, in particular number, location, color and intensity parameters for light units to be turned on; And
- means (210) for simultaneously triggering, on each selected light strip, the ignition as calculated of said light units. Device according to claim 1 in which the means for selecting a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, are configured to select a number of light strips depending on the nature of the data d attitude and drift to be reported, in particular depending on whether the attitude data relates to the pitch and/or roll and/or yaw of the aircraft, and according to the axis(es) (x, y, z) concerned for drift data. Device according to claim 1 or 2 in which the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of flowing liquid in a tube. Device according to any one of the preceding claims in which the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of right-left or left-right movement. Device according to any one of the preceding claims in which the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of up-down or down-up movement. Device according to any one of the preceding claims in which the calculation means are configured to determine for at least one light strip, a number and one or more locations of light units to be lit so as to produce for the pilot an optical impression of scrolling in a direction opposite to the movement of the aircraft. Device according to any one of the preceding claims in which the calculation means are configured to determine a day mode or a night mode, and select configuration parameters of the light units, in particular the number, location, color and intensity of the light units to be switched on in day or night mode.
Device according to any one of the preceding claims in which the means for determining whether current attitude and drift data of the aircraft must be signaled to the pilot by an optical channel, are configured to detect a variation in the values of said data d attitude and drift, and to determine whether the new attitude and drift data should be reported to the pilot via an optical channel. Device according to any one of the preceding claims in which roll data is indicated in the peripheral field of vision of the pilot on a light strip located on an arcuate post above the pilot's head, by light units lit at left and right depending on the current roll angle of the aircraft. Device according to the preceding claim in which the roll angle is measured relative to a reference point located in the center of the cockpit or located at the level of the pilot's head. Device according to any one of the preceding claims in which yaw data is indicated in the central field of vision of the pilot on a light strip located on a horizontal post in front of the pilot by light units lit to the left or right of a central point of the light strip depending on the current lateral slip of the aircraft. Device according to any one of the preceding claims in which pitch data is indicated in the central field of vision of the pilot on a light strip located on a vertical upright in front of the pilot, by light units lit at the top or bottom of a central point of the light strip depending on the current variation in the attitude of the aircraft. Device according to any one of the preceding claims in which drift data is indicated in the peripheral field of vision of the pilot on light strips located on horizontal uprights to the right and left of the pilot, by light units lit in the opposite direction of the movement of the aircraft. Helicopter having a cockpit having walls equipped with uprights on which light strips composed of a plurality of light units are arranged, said pilot cabin comprising a device according to any one of the preceding claims. Visual aid method for improving a pilot's awareness of the situation and the state of a piloted aircraft, the aircraft having a cockpit having walls equipped with uprights on which are arranged light strips composed of a plurality of light units, the method comprising steps consisting of:
- determine, from information relating to the current navigation of the aircraft, whether current attitude and drift data of the aircraft must be reported to the pilot by an optical channel;
- convert said current attitude and drift data to be reported into attitude and drift data for light display;
- select a number of light strips positioned in the peripheral field of vision and in the central field of vision of the pilot, to display said attitude and drift data;
- calculate for each selected light strip, at least number, location, color and intensity parameters for light units to be turned on; And
simultaneously trigger on each selected light strip, the ignition as calculated of said light units. Computer program comprising code instructions for carrying out the steps of the method according to claim 15, when said program is executed on a computer.