Auxiliary checklist system for single pilot driving of commercial aircraft

Abstract

An auxiliary checklist system for single pilot driving of a commercial aircraft comprises a checklist trigger judgment unit, a checklist management and generation unit, a multi-mode prompt and interaction unit, a rapid operation input unit, an automatic execution and protection unit and a standby operation unit. Comprising a normal check list, an abnormal check list and an emergency check list. And the pilot identifies the type of the checklist needing to be executed according to the color of the prompt lamp and looks up the specific content of the checklist through the electronic display screen. In the period of executing the check list, the module provides a voice reading function, so that a pilot can receive an instruction through hearing, and the operation convenience under high workload is improved. Meanwhile, the pilot can use the quick operation button to perform quick operation on the electronic checklist while keeping aircraft control, so that the operation complexity is reduced, and the execution efficiency is improved.

Description

Technical Field

[0001] This invention relates to a technology in the field of flight control, specifically an auxiliary checklist system for single-pilot operation of commercial aircraft. Background Technology

[0002] In single-pilot (SPO) mode, a single pilot no longer has the complementary capabilities and decision support of another pilot and must independently undertake all operational tasks, including status monitoring, emergency response, and system management, leading to a significant increase in workload. In this situation, checklists not only serve as operational instructions but also become a significant source of cognitive load for pilots in complex and high-pressure environments. Due to the lack of a second pilot for status verification and cross-validation, pilots are more prone to omissions or operational deviations during checklist execution, potentially impacting flight safety. Current technologies can only determine whether the preconditions for the operational procedures in electronic checklists are met and whether the operational sequence is correct. They rely on pilots actively accessing the corresponding human-machine interface for manual triggering and confirmation and lack an automatic checklist triggering mechanism based on flight phase transitions, system events, or air traffic control clearance status. This fails to address the problems of uncertain checklist triggering timing, reliance on manual judgment for emergency response, and potential delays in critical operations under single-pilot conditions. Summary of the Invention

[0003] To address the aforementioned shortcomings of existing technologies, this invention proposes an auxiliary checklist system for single-pilot operation of commercial aircraft. This system automatically detects conditions that trigger checklists, including normal, abnormal, and emergency checklists, and alerts the pilot via indicator lights. The pilot identifies the type of checklist to be executed based on the color of the indicator light and views the specific checklist content on an electronic display screen. During checklist execution, the module provides voice prompts, allowing the pilot to receive instructions audibly, improving operational convenience under high workloads. Simultaneously, the pilot can use quick operation buttons to perform rapid operations on the electronic checklist while maintaining aircraft control, thereby reducing operational complexity and improving execution efficiency.

[0004] This invention is achieved through the following technical solution:

[0005] This invention relates to an auxiliary checklist system for single-pilot operation of commercial aircraft, comprising: a checklist triggering and judgment unit, a checklist management and generation unit, a multimodal prompting and interaction unit, a quick operation input unit, an automatic execution and protection unit, and a backup operation unit. The checklist triggering and judgment unit receives flight status parameters, aircraft system status parameters, and air traffic control clearance information, and determines whether the checklist invocation conditions are met based on triggering rules. When a rule is triggered, the checklist management and generation unit automatically matches the corresponding checklist type from a preset checklist database based on flight phase information and system status information, generating corresponding normal checklist, abnormal checklist, or emergency checklist entries. The system includes a multimodal prompting and interaction unit that outputs corresponding indicator light statuses and voice prompts based on the checklist type and urgency, and receives confirmation or rejection input from the pilot. A quick operation input unit allows for checklist interaction via a quick confirmation key on the control panel and a quick rejection key on the thrust control unit, provided flight control is uninterrupted. An automatic execution and protection unit, in emergency checklist scenarios, performs automatic control operations on critical equipment corresponding to memorized items and provides misoperation protection for non-faulty equipment when the pilot authorizes the operation or fails within a preset time threshold. A backup operation unit switches to the traditional electronic checklist interaction method when the quick operation unit or automatic execution unit fails.

[0006] The triggering rule refers to at least one combination of judgment rules based on flight phase transition conditions, time threshold conditions, system event conditions, and air traffic control clearance status conditions. The flight phase transition condition is used to determine whether the aircraft has entered another operating phase from one operating phase. The time threshold condition is used to determine whether the checklist has been executed within a preset time range. The system event condition is used to determine whether the aircraft system has experienced a malfunction or abnormal state. The air traffic control clearance status condition is used to determine whether air traffic control instructions for the corresponding operating phase have been received.

[0007] The aforementioned emergency checklist scenario refers to an operational situation where the current state of the aircraft is determined through system event conditions, which has an immediate impact on flight safety and requires critical handling within a limited time.

[0008] The key equipment corresponding to the memory project refers to the flight-critical system equipment that needs to be prioritized for state switching or isolation control during emergency response, including at least: power system control equipment, fuel control equipment, fire extinguishing control equipment, and pressurization and environmental control equipment.

[0009] This invention relates to a single pilot flight checklist control method based on the above-mentioned system, comprising:

[0010] Step 1: Multi-source operational status information acquisition: Acquire a set of operational parameters including air traffic control clearance information, altitude information, location information, aircraft configuration information, flight phase information, speed information, and system status information.

[0011] Step 2: Check the single trigger condition judgment: Compare the multi-source running status information with the preset stage threshold, time threshold and system event trigger rules to determine whether the trigger rules are met.

[0012] Step 3, Checklist Type Determination and Item Generation: When a rule is triggered, checklists are classified into normal checklists, abnormal checklists, or emergency checklists based on flight phase transition conditions, time threshold conditions, system event conditions, and air traffic control clearance status conditions, and corresponding checklist item sets are generated.

[0013] Step 4, Tiered prompts and interactive guidance: Based on the checklist type, output indicator lights of corresponding colors to prompt the checklist and broadcast checklist execution information via voice, while waiting for the pilot's confirmation or negative input.

[0014] The aforementioned waiting process, when the checklist type is an emergency checklist, will automatically execute the equipment control operation corresponding to the memory item if authorization is received from the pilot or if authorization is not received within a preset response time threshold.

[0015] Step 5: Checklist Completion Judgment and Status Feedback: After all checklist items have been completed, a completion prompt is output and the corresponding operating status command is automatically sent to the air traffic control system.

[0016] Technical effect

[0017] Compared with existing technologies, this invention processes multi-source input information such as flight status, system status, and air traffic control clearance to generate corresponding task prompts, checklist items, voice prompts, and automatic execution instructions, thereby realizing the automatic judgment and retrieval of normal, abnormal, and emergency checklists, and thus achieving intelligent management of checklist triggering, presentation, and execution. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the system structure of the present invention;

[0019] Figure 2 Demonstration diagram of quick operation buttons;

[0020] Figure 3 A schematic diagram of the SPO mode landing checklist procedure model;

[0021] Figure 4 A schematic diagram of a single-program model for checking the "left or right component" in SPO mode;

[0022] Figure 5A schematic diagram of the checklist procedure model for SPO mode "left or right engine fire alarm";

[0023] Figure 6 A diagram for evaluating the workload VACP scale in approach and landing scenarios;

[0024] Figure 7 A VCP (Volume, Activity, Pressure) scale evaluation chart for component failure scenarios.

[0025] Figure 8 A chart for evaluating the working load VCP in engine fire alarm scenarios. Detailed Implementation

[0026] like Figure 1 As shown in the figure, this embodiment relates to an auxiliary checklist system for single-pilot operation of commercial aircraft, including: a checklist triggering judgment unit, a checklist management and generation unit, a multimodal prompting and interaction unit, a quick operation input unit, an automatic execution and protection unit, and a backup operation unit.

[0027] This embodiment, based on the national safety color standard (GB2893-2008), uses color coding to distinguish different types of checklist prompts. Blue, yellow, and red, in ascending order of urgency, indicate checklists that a single pilot on board needs to perform. Green indicates that the checklist is complete, prompting the pilot to continue normal operations. Through these checklist indicator lights, a single pilot on board can quickly identify the type of checklist to be performed and its urgency, improving mission efficiency and safety.

[0028] Table 1 lists the triggering logic of the indicator lights in normal scenarios and the corresponding operations required by a single pilot on board.

[0029] Table 1

[0030] Table 2 lists the triggering logic of the indicator lights in abnormal scenarios and the corresponding operations that a single pilot on board must perform.

[0031] Table 2

[0032] The rapid operation input unit includes a rapid confirmation key located on the control panel and a rapid denial key located on the thrust control device, enabling checklist interaction without interrupting flight control. The rapid operation keys are as follows: Figure 2 As shown. This layout allows pilots to complete checklist interactions while maintaining control, helping to compensate for the increased workload in SPO mode and reducing the risk of misoperation by separating positions.

[0033] The quick confirmation key is used to quickly confirm items without having to manually select them one by one, thus improving execution efficiency.

[0034] The aforementioned quick negation key is used to cancel the current automatic operation process and switch to standby mode, allowing the pilot to manually control the checklist.

[0035] The automatic execution and protection unit, in the emergency checklist scenario, performs automatic control operations on the key equipment corresponding to the memory item and implements malfunction protection for non-faulty equipment when the pilot is authorized or when authorization is not granted beyond a preset time threshold.

[0036] The critical equipment confirmation process replaces the mutual confirmation process in the two-person system by using the "equipment prediction - pilot authorization - automatic execution" method, which is applicable to critical operations such as automatic throttle, thrust handle, engine start switch, and fire alarm equipment.

[0037] The automatic execution of the aforementioned memory items takes into account the potential reaction delays of pilots in emergency situations, and sets action time thresholds for them. If the pilot does not authorize within the limited time, the system will automatically execute critical items, such as automatic fire suppression or automatic descent in the event of depressurization.

[0038] The backup operation unit switches to the traditional electronic checklist interaction mode when the rapid operation unit or automatic execution unit fails.

[0039] The multi-source input information is I=[I1,I2,I3,I4,I5,I6,I7], where: I1 is air traffic control clearance (Boolean value, 1 indicates clearance has been obtained, 0 indicates clearance has not been obtained); I2 is altitude (continuous value, unit: feet); I3 is position (distance from the destination airport, unit: nautical miles); I4 is aircraft configuration (such as landing gear status, flap status, etc., discrete values ​​represent specific states); I5 is phase information (discrete values, 1 represents the ground phase, 2 represents the takeoff phase, 3 represents the cruise phase, 4 represents the approach and landing phase); I6 is speed (continuous value, unit: knots); I7 is system status (such as fault status, door opening / closing status, etc., discrete values ​​represent specific situations).

[0040] The output of the auxiliary checklist algorithm is O=[O1,O2,O3,O4,O5], where: O1 is the checklist item (set, used to indicate the checklist steps to be executed); O2 is the indicator light status (discrete value, 1 represents blue indicator light, 2 represents green indicator light, 3 represents yellow indicator light, 4 represents red indicator light); O3 is the voice prompt (string or voice content index); O4 is the memory item (set, used to mark the key steps that need to be executed immediately); O5 is the automatically issued command (discrete value, 1 represents preparing for takeoff, 2 represents preparing for landing, 3 represents fire, 4 represents depressurization, etc.).

[0041] Taking the landing checklist as an example, we will design and model a normal checklist program under SPO mode:

[0042] The input conditions I are as follows: Control clearance is already granted (I1=1); Distance from the destination airport is less than 15NM (I3<15NM); The phase is the approach and landing phase (I5=4);

[0043] The output is: O1 = "Landing checklist item"; O2 = 1 (indicator light is green); O3 = voice prompt.

[0044] The constructed SPO mode landing check sheet procedure model is as follows: Figure 3 As shown, after receiving the blue indicator light, the single pilot confirms the optimal time to enter the landing configuration based on system prompts. Subsequently, the single pilot operates the landing gear and flap handles sequentially, adjusts the speed as needed, activates the landing lights, and confirms the completion of each item on the checklist using the quick confirmation key. Upon receiving the green indicator light, the single pilot maneuvers the aircraft to land.

[0045] In the scenario where the landing checklist is used, the operating procedure for a single pilot on board is shown in Table 3:

[0046] Table 3

[0047] Taking the "component left or right" checklist use case as an example, we will design and model an abnormal checklist program in SPO mode:

[0048] Input conditions I are as follows: the stage is either the ground stage or the cruise stage (I5=1 or 3); the system status is a component failure (I7="component failure");

[0049] The output is: O1 = "Component left or right check single entry"; O2 = 3 (indicator light status is yellow); O3 = entry announcement.

[0050] The constructed SPO pattern "left or right component" check single-program model is as follows: Figure 4 As shown, the single pilot on board detected an abnormal situation via a yellow indicator light, then reviewed the electronic checklist and verified the information. After initiating the checklist process via the quick confirmation button, the system automatically pushed relevant items based on the aircraft's status. The single pilot performed the operations according to the items and confirmed each one until all steps were completed. Once the system detected that all items had been completed, a green indicator light signaled to the single pilot that the action was finished.

[0051] In the "Component Left or Right" checklist usage scenario, the operating procedure for a single pilot on board is shown in Table 4:

[0052] Table 4

[0053] Taking the "left or right engine fire alarm" checklist as an example, this paper presents the emergency checklist program design and modeling under the SPO mode:

[0054] Input condition I is as follows: The system status is engine fire alarm signal (I7 = "engine fire alarm");

[0055] The output is: O1 = "Engine fire alarm left or right checklist entry"; O2 = 4 (indicator light status is red); O3 = entry announcement; O4 = memory item; O5 = automatic fire alarm report.

[0056] The constructed SPO mode "left or right engine fire alarm" checklist procedure model is as follows: Figure 5 As shown, the single pilot on board recognizes the emergency situation upon receiving a red alert light and confirms it by reviewing the electronic checklist. Subsequently, the single pilot authorizes the system to automatically execute the memorized items via a quick confirmation key, while simultaneously protecting critical equipment on the opposite engine. If the system does not receive confirmation from the pilot within a set time threshold, it automatically executes the memorized items to ensure that critical operations are not affected by delays. After completing the memorized items, the system stops automatic execution, and the single pilot continues operations according to the checklist instructions. The system indicates completion of all steps with a green alert light. If subsequent delay conditions are triggered, the system will prompt the single pilot to execute the delayed items via a blue alert light.

[0057] In the scenario where the "Left or Right Engine Fire Alarm" checklist is used, the operating procedure for a single pilot on board is shown in Table 5:

[0058] Table 5

[0059] For the three typical scenarios mentioned above, detailed pilot activity analysis was conducted using visual, auditory, spatial cognition, language cognition, fine motor skills, and speech. Multiple flight experts were recruited to conduct detailed activity tabletop simulations based on the B-737 operating procedures, and the operation time and workload of each action were quantified using the VACP scale. Subsequently, the proposed solution was compared with traditional two-person operating procedures to obtain corresponding workload assessment results.

[0060] like Figure 6The figure shows the workload scores for the PF, PM, and Onboard Single Pilot (OSP) in a normal checklist approach and landing scenario. Analysis reveals that the workload peaks for both the OSP and PF roles occurred four times, with the OSP's peak workload at approximately 7.8, very close to that of the PF. This demonstrates that the OSP's workload is essentially the same as that of a two-person PF in a normal checklist procedure.

[0061] like Figure 7 The figure shows the workload scores for PF, PM, and OSP in the "Component Failure" abnormal inspection scenario. Analysis reveals that OSP's workload is generally lower than PM's, with a peak workload of approximately 11.8, roughly the same as PM's, while PF's workload is lower. This is because this scenario requires operating uncommon onboard equipment, and its optimization for single-person operation was not considered in this study. Overall, OSP's workload remains lower than PM's performance, within an acceptable range.

[0062] like Figure 8 The figure shows the workload scores of PF, PM, and OSP in the "engine fire alarm" emergency inspection scenario. Analysis shows that the OSP workload consistently remains very close to that of PF, hovering between 3 and 7, while the PM workload is higher, with two peaks exceeding 10. This demonstrates that the OSP workload in this scenario is close to that of PF. Furthermore, due to the high time urgency of the fire alarm scenario, the curves indicate that a single-person team can complete the scenario earlier than a two-person team, further proving that the single-person system using this invention is more efficient than the two-person system.

[0063] Compared with existing technologies, this invention comprehensively solves the problems faced by single pilots when executing normal, abnormal, and emergency checklists, such as high workload, frequent task switching, easy omission of critical operations, tight emergency response time, and lack of two-person cross-checking. By introducing functions such as automatic checklist triggering, tiered indicator light prompts, voice announcements, rapid confirmation interaction, and automatic execution of key items, this invention significantly improves the timeliness, accuracy, and consistency of checklist execution, enabling single pilots to maintain stable operational performance and situational awareness under high-load conditions, thereby improving the operational safety and mission adaptability of commercial aircraft in SPO mode.

[0064] The above-described specific implementations can be partially adjusted by those skilled in the art in different ways without departing from the principles and purpose of the present invention. The scope of protection of the present invention is defined by the claims and is not limited to the above-described specific implementations. All implementation schemes within the scope of the claims are bound by the present invention.

Claims

1. An auxiliary check list system oriented to single pilot operation of a commercial aircraft, characterized by, include: The system comprises a checklist triggering and judgment unit, a checklist management and generation unit, a multimodal prompting and interaction unit, a quick operation input unit, an automatic execution and protection unit, and a backup operation unit. Specifically: the checklist triggering and judgment unit receives flight status parameters, aircraft system status parameters, and air traffic control clearance information, and determines whether the checklist invocation conditions are met based on triggering rules; the checklist management and generation unit, upon rule triggering, automatically matches the corresponding checklist type from a preset checklist database based on flight phase information and system status information, generating a set of corresponding normal, abnormal, or emergency checklist entries; the multimodal prompting and interaction unit, based on the checklist triggering and judgment unit, determines whether the checklist invocation conditions are met; the checklist management and generation unit, upon rule triggering, automatically matches the corresponding checklist type from a preset checklist database based on flight phase information and system status information, generating a set of normal, abnormal, or emergency checklist entries; the multimodal prompting and interaction unit, based on the checklist triggering and judgment unit, determines whether the checklist triggering and generation conditions are met; the multimodal prompting and interaction unit, based on the flight phase information and system status information, automatically matches the corresponding checklist type from a preset checklist database, generating a set of normal, abnormal, or emergency checklist entries ... The system checks the type and urgency of the checklist, outputs the corresponding indicator light status and voice prompts, and receives confirmation or rejection input from the pilot. The quick operation input unit allows for checklist interaction via a quick confirmation key on the control panel and a quick rejection key on the thrust control unit without interrupting flight control. In emergency checklist scenarios, the automatic execution and protection unit performs automatic control operations on critical equipment corresponding to the memorized items and provides malfunction protection for non-faulty equipment when the pilot authorizes the operation or when authorization is not granted beyond a preset time threshold. The backup operation unit switches to the traditional electronic checklist interaction method when the quick operation unit or automatic execution unit fails.

2. The single pilot operated check list system for commercial aircraft of claim 1 wherein, The triggering rule refers to at least one combination of judgment rules based on flight phase transition conditions, time threshold conditions, system event conditions, and air traffic control clearance status conditions. The flight phase transition condition is used to determine whether the aircraft has entered another operating phase from one operating phase. The time threshold condition is used to determine whether the checklist has been executed within a preset time range. The system event condition is used to determine whether the aircraft system has experienced a malfunction or abnormal state. The air traffic control clearance status condition is used to determine whether air traffic control instructions for the corresponding operating phase have been received.

3. The auxiliary checklist system for single-pilot operation of commercial aircraft according to claim 2, characterized in that, The key equipment corresponding to the memory project refers to the flight-critical system equipment that needs to be prioritized for state switching or isolation control during emergency response, including at least: power system control equipment, fuel control equipment, fire extinguishing control equipment, and pressurization and environmental control equipment.

4. The single pilot operated check list system for commercial aircraft of claim 1 wherein, The quick operation input unit includes a quick confirmation key located on the control panel and a quick denial key located on the thrust control device. It allows for checklist interaction without interrupting flight control. The quick confirmation key is used to quickly confirm items, and the quick denial key is used to cancel the current automatic operation process and switch to standby mode.

5. The single pilot line check control method of any of claims 1-4, wherein, include: Step 1: Multi-source operational status information acquisition: Acquire a set of operational parameters including air traffic control clearance information, altitude information, location information, aircraft configuration information, flight phase information, speed information, and system status information; Step 2: Check the single trigger condition judgment: compare the multi-source operation status information with the preset stage threshold, time threshold and system event trigger rules to determine whether the trigger rules are met; Step 3, Checklist Type Determination and Item Generation: When a rule is triggered, checklists are classified into normal checklists, abnormal checklists, or emergency checklists based on flight phase transition conditions, time threshold conditions, system event conditions, and air traffic control clearance status conditions, and corresponding checklist item sets are generated. Step 4, Tiered prompts and interactive guidance: Based on the checklist type, output indicator lights of corresponding colors to prompt the checklist and broadcast checklist execution information via voice, while waiting for the pilot's confirmation or negative input; The aforementioned waiting, when the checklist type is an emergency checklist, will automatically execute the equipment control operation corresponding to the memory item if authorization is received from the pilot or if authorization is not received within a preset response time threshold. Step 5: Checklist Completion Judgment and Status Feedback: After all checklist items have been completed, a completion prompt is output and the corresponding operating status command is automatically sent to the air traffic control system.

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