Aircraft and control method

Abstract

A method of controlling an aircraft includes tracking one of a pilot's inputs or a biometric parameter of a first pilot during a flight of the aircraft using at least one sensor. The method also includes determining that the pilot lacks attention or a sleep depth of the pilot based on the biometric parameter.

Description

[0001] This application is a divisional application of the invention patent application filed on December 9, 2019, with application number 201911250114.0 and the invention title "Aircraft and Control Method". Technical Field

[0002] This disclosure relates to an aircraft or system for tracking a pilot’s lack of attention or sleep depth, and a method for operating the aircraft based on tracking. Background Technology

[0003] The flight path of a modern aircraft typically includes climb, cruise, and descent. Pilots work with the Flight Management System (FMS) to execute flight plans. The FMS generates flight plans by considering aircraft- and flight condition-specific parameters such as payload, aircraft weight, onboard fuel, temperature, wind, altitude, etc., as well as time constraints imposed by air traffic control. A flight plan describes all waypoints or locations the aircraft will pass through, along with the altitude and corresponding speed for each waypoint. Summary of the Invention

[0004] In one aspect, this disclosure relates to a method for controlling an aircraft. The method includes: using at least one sensor to track one of inputs from a first pilot or a biometric parameter of the first pilot during flight of the aircraft; using a controller operatively connected to the at least one sensor to determine, based on biostatistical parameters, the first pilot's lack of attention or the first pilot's sleep depth, allowing the first pilot a predetermined degree of lack of attention or controlled rest; and controlling at least one system of the aircraft when the determined lack of attention or the determined sleep depth meets a predetermined threshold. Attached Figure Description

[0005] In the attached diagram:

[0006] Figure 1 This is a top-view schematic diagram of a portion of the aircraft described in this article.

[0007] Figure 2 This is based on the various aspects described in this article, including attention tracking systems. Figure 1 A perspective view of the cockpit of an aircraft.

[0008] Figure 3 It is based on the various aspects described in this article. Figure 2 A schematic diagram of an attention tracking system.

[0009] Figure 4 This demonstrates the control of various aspects as described herein. Figure 1 The flowchart of the method for the aircraft.

[0010] Figure 5 This demonstrates the control of various aspects as described herein. Figure 1 A flowchart of another method for using aircraft. Detailed Implementation

[0011] This disclosure relates to a method for controlling an aircraft. During aircraft operation, certain parts of the flight plan (e.g., takeoff or landing) may require significant operator attention or operational alertness. Other parts of the flight plan (e.g., cruise during a long-haul flight) may require minimal pilot attention or alertness to aircraft operation. Allowing pilots to rest during appropriate portions of the flight in cases of pilot fatigue, and detecting pilot fatigue or incapacitation during flight, may be beneficial.

[0012] Pilot incompetence can be caused by factors such as decompression, pilot illness, or fatigue. In cases of pilot fatigue, incompetence can take the form of uncontrolled deep sleep or "microsleep," in which a seemingly awake pilot is actually experiencing brief periods of sleep (approximately 1-10 seconds) or loss of attention. Tracking pilot attention levels or detecting pilot incompetence and taking appropriate action based on this information can be beneficial.

[0013] During long-haul flights or specific segments of a given flight, pilots may be allowed controlled rest (also known as “controlled sleep” or “seat rest”) to reduce operator fatigue. Typically, the co-pilot will take over control of the aircraft during the pilot’s brief nap. Crew members may also periodically call the co-pilot during this time to ensure their alertness.

[0014] During controlled rest, a pilot's sleep level transitions from wakefulness to sleep, entering "Stage 1" or drowsy sleep, and then "Stage 2" or light sleep. It's conceivable that pilots may experience a transitional period of "sleep inertia," during which their performance, alertness, or judgment is temporarily impaired upon waking. Pilots can be given 20-30 minutes to recover and fully regain alertness after controlled rest. If pilots are allowed to enter deeper sleep stages, sleep inertia could have a greater impact or last longer. It is advantageous to prevent pilots from entering deep sleep during controlled rest to minimize the impact of this sleep inertia.

[0015] For illustrative purposes, this disclosure will be described in the context of a flight management system within an aircraft environment. However, it will be understood that this disclosure is not limited thereto and can have general applicability to non-aircraft applications such as other mobile applications.

[0016] As used herein, a “set” can include any number of separately described elements, including only one element. All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are used for identification purposes only to aid the reader’s understanding of this disclosure and do not impose limitations, particularly regarding the location, orientation, or purpose of this disclosure. Unless otherwise stated, connection references (e.g., attachment, coupling, connection, and engagement) are to be interpreted broadly and can include intermediate members between sets of elements and relative movement between elements. Thus, a connection reference does not necessarily imply that two elements are directly connected and fixed to each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, order, and relative dimensions reflected in the accompanying figures may vary.

[0017] As used herein, a “controller” may include at least one processor and memory. Non-limiting examples of memory may include random access memory (RAM), read-only memory (ROM), or one or more different types of portable electronic storage, such as discs, DVDs, CD-ROMs, etc., or any suitable combination of these types of storage. The processor may be configured to run any suitable program or executable instructions designed to perform various methods, functions, processing tasks, calculations, etc., to enable or achieve the technical operations described herein. The program may include a computer program product, which may include a machine-readable medium for carrying or having machine-executable instructions or data structures stored thereon. Such a machine-readable medium may be any available medium that can be accessed by a general-purpose or special-purpose computer or other machine having a processor. Typically, such a computer program may include routines, programs, objects, components, data structures, algorithms, etc., that have the technical effect of performing a particular task or implementing a particular abstract data type.

[0018] Figure 1 An aircraft 10 according to various aspects described herein is schematically illustrated. One or more propulsion engines 12 may be coupled to a fuselage 14, a cockpit 16 may be located within the fuselage 14, and a wing assembly 18 may extend outward from the fuselage 14. Multiple aircraft systems 20 and a flight control computer 22 (or “computer” 22) may be included to enable the proper operation of the aircraft 10. Although commercial aircraft have been shown, it is contemplated that aspects of this disclosure can be used in any type of conventional aircraft, such as, but not limited to, fixed-wing, rotary-wing, rocket, or personal aircraft.

[0019] Multiple aircraft systems 20 may reside within the cockpit 16, the electronics and equipment bay 23, or in other locations throughout the aircraft 10, including those that may be associated with the engine 12. Such aircraft systems 20 may include, but are not limited to: electrical systems, oxygen systems, hydraulic and / or pneumatic systems, fuel systems, propulsion systems, navigation systems, flight control systems, audio / video systems, integrated vehicle health management (IVHM) systems, and systems associated with the mechanical structure of the aircraft 10. For illustrative purposes, various aircraft systems 20 have been shown, and it should be understood that they are only a few of the systems that may be included in the aircraft 10.

[0020] This may include a data network 26 through which multiple aircraft systems 20 can communicate with each other and provide information to the crew of aircraft 10. For example, aircraft systems 20 can output various information to the flight control console 30 located in the cockpit 16 of aircraft 10.

[0021] Communication interface 40 may be located within aircraft 10 and operatively coupled to at least some of the plurality of aircraft systems 20. Communication interface 40 has been shown as being included in cockpit 16. It is contemplated that communication interface 40 may be located in other locations within aircraft 10, including within electronics and equipment bay 23. Although only one communication interface 40 is shown, it is contemplated that aircraft 10 may have multiple communication interfaces. In a non-limiting example, communication interface 40 may be used to communicate with other aircraft or ground stations (not shown), for example, via radio contact. Additionally, communication interface 40 may transmit or receive data, including appropriate audio or visual data.

[0022] Figure 2 A portion of the cockpit 16 of the aircraft 10 is shown, along with an exemplary flight console 30 equipped with various instruments 50 and flight displays 52. A first pilot (hereinafter referred to as the "pilot") may be positioned in seat 54 on the left side of the cockpit 16, and a second pilot (hereinafter referred to as the "co-pilot") may be positioned in seat 55 on the right side of the cockpit 16. The flight console 30 may be located in front of the pilot and co-pilot and may provide information to the flight crew to assist in operating the aircraft 10. The flight displays 52 may include a primary flight display or a multi-function display and may display a wide range of information related to the aircraft, flight, navigation, and other information used in the operation and control of the aircraft 10. Furthermore, both the various instruments 50 and the flight displays 52 of the flight console 30 may provide one or more visual markers indicating the corresponding health status of one or more aircraft systems 20.

[0023] Instruments 50 and flight displays 52 can be arranged in any manner, including having fewer or more instruments or displays. Furthermore, flight displays 52 need not be coplanar or of the same size. A touchscreen display or touchscreen surface can be included in flight displays 52 and can be used by one or more flight crew members (including pilots and co-pilots) to interact with the systems of aircraft 10. Such a touchscreen surface can take any suitable form, including liquid crystal displays (LCDs), and can use various physical or electrical properties to sense input from the crew. It is contemplated that flight displays 52 can be dynamic, and one or more cursor control devices 56 and / or one or more multifunction keyboards 58 can be included in cockpit 16 and can be used by one or more flight crew members to interact with the systems of aircraft 10. Thus, flight cockpit 30 can be considered as the user interface for aircraft systems 20 and aircraft 10.

[0024] Flight control computer 22 can be operatively coupled to components of aircraft 10, including aircraft system 20, instruments 50, flight display 52, touchscreen surface, cursor control device 56, keyboard 58, etc. Flight control computer 22 can receive input from any number of aircraft systems 20 or software programs responsible for managing data acquisition and storage. Flight control computer 22 can also be in the form of a controller and can be connected to other controllers of aircraft 10. Flight control computer 22 may include memory 60 and processing unit 62, which can run any suitable program to implement a graphical user interface (GUI) and operating system. Flight control computer 22 may include any appropriate number of individual microprocessors, power supplies, storage devices, interface cards, automatic flight systems, flight management computers, and other standard components or associated therewith. Flight control computer 22 may include or work in conjunction with any number of software programs (e.g., flight management programs) or instructions designed to perform various methods, process tasks, calculations, and control / display functions necessary for the operation of aircraft 10.

[0025] The communication interface 40 may be communicatively coupled to the flight control computer 22 or other processor of the aircraft 10, and any number of multiple aircraft systems 20, to transmit information on and off the aircraft 10. The communication interface 40 may include any desired communication mechanism capable of wirelessly linking with other systems and devices, such as via radio contact in a non-limiting example. For example, one of the aircraft systems 20 may be in the form of a distress tracker 21 configured to transmit the aircraft's distress status (e.g., "normal," "abnormal," or "distressed").

[0026] The pilot attention tracking system or tracking system 100 is shown communicating with the flight control computer 22. It will be understood that the tracking system 100 may be hardwired to the flight control computer 22, or may communicate with the flight control computer 22 in any suitable manner, including via wireless communication. Alternatively, the tracking system 100 may be included as a module within the flight control computer 22.

[0027] The tracking system 100 may include at least one imaging module 102 and at least one audio module 104. The imaging module 102 may include an image sensor 103 configured to sense visual information about the pilot or co-pilot, such as eye opening or closing, gaze direction, or facial states such as raised or lowered eyebrows, by these non-limiting examples, and provide an output signal based thereon. The imaging module 102 or the flight control computer 22 may also communicate signalally with any flight display 52, for example, to display visual instructions based on the visual information sensed from the imaging module 102.

[0028] The audio module 104 may include an audio sensor 105 configured to sense audio information about the pilot or co-pilot, such as spoken language in the cockpit 16, voice volume, slurred or altered speech, voice patterns, or sounds that may occur due to the pilot or co-pilot's interaction with the aircraft system 20, such as tapping on the flight console 30 or typing on the multifunction keypad 58, and provide an output signal based thereon. The audio module 104 may also provide audio feedback or sound to the pilot or co-pilot, for example, through speakers mounted in the cockpit or through headphones worn by the pilot or co-pilot. Furthermore, the audio module 104 may communicate signalally with the imaging module 102. For example, the imaging module 102 may provide instructions for transmission via the audio module 104, such as verbal commands in low-visibility environments within the cockpit 16. The audio module 104 may also provide signals for transmission via the imaging module 102, such as flashlight displays or text-based indicators, for the pilot or co-pilot to read.

[0029] The tracking system 100 may include at least one biometric sensor 106 configured to sense biometric parameters of the pilot or co-pilot. For example, the biometric sensor 106 located in the first seat 54 may be configured to sense or detect the pilot's heart rate, breathing rate, perspiration rate, or body movement when the pilot is seated in the first seat 54. Alternatively, the biometric sensor 106 may be positioned on a wearable device such as a wristband or headband. In yet another example, the biometric sensor 106 may be in the form of an optical sensor, such as a camera monitoring the pilot or co-pilot.

[0030] Additionally, the seat tracking module 108 can control the seat distance 110 between the first seat 54 and the flight cockpit 30. Although not shown, the second seat 55 may also include such a seat tracking module 108. Furthermore, the seatbelt sensor 112 can sense the position of the seatbelt 70 on the first seat 54 or the second seat 55, such as whether the seatbelt 70 is fastened or unfastened.

[0031] The haptic feedback generator 114 may be coupled to or integrated with one or both of the first seat 54 and the second seat 55. The haptic feedback generator 114 may be configured to vibrate, such as with stable or varying vibration patterns, to provide feedback to the pilot or co-pilot. In a non-limiting example where the aircraft 10 is not level during flight in low visibility conditions, the haptic feedback generator 114 may vibrate on the right-hand or left-hand portion of the seats 54, 55 to indicate to the pilot or co-pilot which direction the aircraft 10 should tilt and turn to achieve the correct orientation.

[0032] Timer 115 may also be included in tracking system 100 and is shown as being coupled to flight console 30. Timer 115 may be located anywhere inside or outside cockpit 16. Timer 115 may be configured to track the elapsed time of an event or to provide an alarm or other indication at a predetermined time. Non-limiting examples of the use of timer 115 may include tracking flight elapsed time, elapsed time of pilot interaction with aircraft system 20 (e.g., updating flight records via multifunction keypad 58), tracking sleep elapsed time, indicating time for changing flight direction, or indicating wake-up time.

[0033] An additional controller 120, having a processor 122 and a memory 124, may also be included in the tracking system 100. The controller 120 is shown coupled to the flight console 30 and communicates with the flight control computer 22, instruments 50, flight display 52, memory 60, processing unit 62, imaging module 102, audio module 104, biometric sensor 106, seat tracking module 108, seatbelt sensor 112, haptic feedback generator 114, or timer 115. Dashed lines have been used to illustrate some of the signal connections between the aforementioned components. For clarity in the figures, dashed lines are not used for signal connections, and it should be understood that components not connected by dashed lines can still communicate.

[0034] Figure 3The components of the tracking system 100 in the exemplary communication connection are schematically shown, with a separate controller 120 shown connected to the various modules and sensor signals described above. Alternatively, it will be understood that a flight control computer 22 may be utilized, or each module or any combination of modules may include its own controller, processor, or memory. Arrows have been included to indicate exemplary signals or control directions, and are provided for clarity of discussion. It should be understood that... Figure 3 Any signal communication or control between the connected components can be transmitted in either direction; the direction indicated by the arrow does not imply a unidirectional signal or control direction.

[0035] A door lock module 116 with a door lock sensor 117 may be further included in the tracking system 100. For example, the cockpit door 72 may include the door lock module 116, which is configured to sense whether the door 72 is locked or unlocked. The module 116 may also automatically lock or unlock the door 72 based on control signals within the tracking system 100.

[0036] The controller 120 can be operatively connected to and receive input from any or all of the flight control computer 22, image sensor 103, audio sensor 105, biometric sensor 106, seat tracking module 108, seatbelt sensor 112, haptic feedback generator 114, timer 115, or door lock module 116. Any input received by the controller 120 can be stored in memory 124. For example, memory 124 can store a history of audio inputs or recordings from data collected within the cockpit 16, or from the pilot's last interaction with the flight display 52. Figure 2 The time elapsed since the interaction began.

[0037] The processor 122 of the controller 120 can send signals or control commands to any one or all of the imaging module 102, audio module 104, seat tracking module 108, haptic feedback generator 114, or door lock module 116. In a non-limiting example, after receiving combined input from the biometric sensor 106 and timer 115 that the pilot's eyes have been closed for a predetermined duration, the processor 122 can issue a command to the haptic feedback generator 114 to cause the seats 54, 55 ( Figure 2 One or two vibrations may be emitted to increase the alertness of the pilot or co-pilot. In another non-limiting example, the processor 122 may send signals to the imaging module 102, such as visual messages read by the pilot or co-pilot on the flight display 52, or commands to enable or disable the image sensor 103.

[0038] Furthermore, it is anticipated that the controller 120 of the tracking system 100 can issue signals or commands to another aircraft system, such as the communication interface 40, via the flight control computer 22. In this case, the controller 120 can communicate with an external aircraft or ground station (not shown). The controller 120 can also be communicatively coupled to any other aircraft system 20 as needed.

[0039] Now for reference Figure 4 The diagram illustrates a method 140 for controlling aircraft 10. Method 140 begins at 141, wherein at least one sensor in the tracking system 100 is used to track input from a first pilot (e.g., a pilot located within seat 54), or to track the first pilot's biometric parameters during flight of aircraft 10. Tracking pilot input can be accomplished via image sensor 103, for example, visually detecting the pilot's hand interacting with keyboard 58 or flight display 52. ​​In an example where flight display 52 includes a touchscreen, controller 120 can detect that the pilot has touched or interacted with the touchscreen flight display 52. ​​Tracking pilot input can also be accomplished via flight control computer 22 communicatively coupled to controller 120, including tracking that the pilot has interacted with or input to any cockpit system, such as keyboard 58 or cursor control device 56. Tracking of the pilot's biometric parameters, such as heart rate, respiratory rate, skin temperature, etc., can be accomplished via at least one biometric sensor 106 as described above.

[0040] At 142, controller 120 can determine the first pilot's lack of attention or sleep depth based on tracked pilot input or biometric parameters from 141. For example, timer 115, in conjunction with flight control computer 22, can instruct controller 120 that the pilot has not interacted with any cockpit systems for a duration greater than a threshold time (e.g., ten minutes). Controller 120 can then determine the pilot's lack of attention accordingly. At 142, controller 120 can also, or optionally, determine the pilot's lack of attention or sleep depth based on biometric parameters. For example, any one or all of image sensor 103, audio sensor 105, or biometric sensor 106 can determine that the pilot's eyes are closed and moving rapidly (e.g., during REM sleep), that the pilot's eyes are open but steadily looking forward (e.g., during microsleep), that the pilot's breathing rate has slowed, or that the pilot is not generating any noise.

[0041] At point 143, the tracking system 100 may allow a predetermined degree of pilot inattention or a controlled break. This permitted inattention may allow for a brief absence of the pilot, such as a restroom break, or allow for intentional loss of attention, such as during a controlled break. In one example, the controller 120 may receive a flight plan from the flight control computer 22 and identify a portion of the flight plan in which pilot inattention or a controlled break may be permitted. This portion might be when at cruise altitude, where no severe weather or turbulence is reported and the course is not expected to change. When the aircraft 10 reaches the pre-identified portion of the flight plan (e.g., as indicated by the flight control computer 22), the controller 120 may provide an indication that a controlled break is permitted (e.g., via the audio module 104 or the imaging module 102).

[0042] Further anticipation is that controller 120 may also verify secondary conditions related to controlled rest before instructing the pilot or co-pilot to allow controlled rest. For example, controller 120 may verify the presence of a second pilot in cockpit 16 (e.g., co-pilot in seat 55). Figure 3 The pilot is not asleep, is sufficiently alert, and verifies that the co-pilot's seatbelt is fastened (e.g., via seatbelt sensor 112) before instructing the pilot that a controlled rest is permitted. In another example, controller 120 may verify that the pilot's seat (e.g., seat 54) is positioned away from any controls so that unintentional movement by the pilot does not adjust the aircraft's operation before instructing the pilot that a controlled rest is permitted. Such verification may include verifying seat distance 110 ( Figure 3 If the value is greater than the preset value, or verify that the foot pedal (not shown) has been removed from the pilot's feet.

[0043] Alternatively, the method may include setting a timer 115 based on the onset of inattention or a controlled rest. The timer 115 may also be set based on biometric parameters. In a non-limiting example, the pilot's planned controlled rest could be scheduled to begin at 11:00 AM, allowing for 20 minutes of sleep followed by a 20-minute recovery period. Input from the biometric sensor 106 could instruct the controller 120 that the pilot does not actually begin sleeping until 11:10 AM. In this case, the timer 115 could begin the planned 20-minute countdown from 11:10 AM or when the pilot actually falls asleep. It is understood that customizing the timer based on the actual start of sleep can reduce sleep inertia, as the pilot could be awakened before entering a deeper sleep stage.

[0044] When timer 115 reaches a predetermined time (e.g., a 20-minute controlled rest), controller 120 may initiate a wake-up procedure to restore the pilot's attention or alertness to an acceptable level. The wake-up procedure may include at least one of the following: for example, activating an audible signal on the aircraft via audio module 104, or vibrating the pilot's seat via haptic feedback generator 114. It is understood that the wake-up procedure may prevent the pilot from entering REM sleep or other deeper sleep stages, which could result in an undesirable level of sleep inertia upon awakening.

[0045] Additionally, controller 120 can be configured to automatically initiate a recovery procedure once a pilot's incompetence or unacceptable absence is determined. The recovery procedure may include any procedure capable of correcting an unacceptable pilot absence (e.g., the pilot returning to cockpit 16) or bringing the pilot back to alert status (e.g., waking a sleeping pilot or re-engaging with an inattentive pilot). For example, the recovery procedure may include at least one of the following: activating audible signals on aircraft 10 via audio module 104, vibrating the pilot's seat via haptic feedback generator 114, unlocking cockpit door 72 via door lock module 116 to allow authorized personnel to enter the cockpit, performing automatic landing via a flight system such as flight control computer 22, allowing remote control of aircraft 10 via a ground system, or activating distress tracker 21 on aircraft 10. In another example, the recovery procedure may include sending a message to another aircraft or ground system (not shown) via communication interface 40. Further, allowing remote control of aircraft 10 is anticipated to also include automatically updating the flight plan of aircraft 10 and executing the updated flight plan.

[0046] In another non-limiting example where the tracking system 100 determines a lack of attention to another waking pilot, the controller 120 may be configured to present the pilot with at least one task or cognitive challenge to re-attract the pilot's attention. Such a task may include updating the flight log, moving the cursor control device 56 via a predetermined pattern, etc. Figure 2 ), solve flight display 52 ( Figure 2 Short puzzles, etc., on the flight plan. Alternatively, the controller 120 may present the task or cognitive challenge to the pilot or co-pilot at regular intervals throughout the duration of the flight plan, or during periods of potential inattention as determined by the tracking system 100.

[0047] At point 144, when the determined lack of attention or the determined depth of sleep meets a predetermined threshold indicating unacceptable absence or incompetence of the pilot, controller 120 may control at least one aircraft system 20. Non-limiting examples of the predetermined threshold include: the pilot leaving cockpit 16 for more than 20 minutes while a co-pilot is present; or the pilot not interacting with any aircraft system for 2 minutes while the audio module 104 plays an alarm tone and the haptic feedback generator 114 vibrates the pilot's seat. Furthermore, the flight plan may be automatically updated to guide aircraft 10 to a suitable alternative location, and the autopilot may be commanded to perform an automatic landing; control of aircraft 10 may also be handed over to a remote landing station. Additionally, control of cockpit door 72 (e.g., locking or unlocking) may allow any other pilot on the aircraft to enter the cockpit and attempt to land aircraft 10.

[0048] The sequence depicted is for illustrative purposes only and is not intended to limit method 140 in any way. It will be understood that the parts of method 140 may be performed in different logical orders, may include additional or intervening parts, or may divide the described part of the method into multiple parts, or may omit the described part of the method without diminishing the method described.

[0049] See Figure 5 Another method 150 for controlling aircraft 10 is illustrated. This method includes, at 151, tracking the pilot's biometric parameters, for example via biometric sensor 106 as described above, during flight of aircraft 10. At 152, controller 120 can determine the pilot's inattention or sleep depth based on the biometric parameters and sensor input. At 153, controller 120 can allow a predetermined level of inattention or sleep depth in the pilot, including identifying a portion of the flight plan as described above, in which controlled rest is permitted. Before allowing the pilot to lose the predetermined level of inattention or sleep depth, secondary conditions can be verified by the controller, including verifying the presence of a co-pilot, absence of sleep, or seatbelt fastening. Furthermore, during the pilot's controlled rest, tracking system 100 can track the co-pilot's interactions with cockpit systems.

[0050] At point 154, when the amount of pilot inattention or sleep depth meets a predetermined threshold, controller 120 may modify access to the systems of aircraft 10. For example, the predetermined threshold may include the pilot having entered a sleep phase, such as during a permitted controlled rest period. In one example of modified system access, seat tracking module 108 may be instructed to move the pilot's seat from a first position 109 near the flight console 30 to a second position 111 away from the flight console 30, thereby increasing the seat distance 110 from the flight console 30 or any sensitive controls on it. Figure 2 Increasing the seat distance 110 can prevent the pilot from interacting with any nearby controls or aircraft systems (e.g., near their legs, feet, or hands). Another example of modified system access includes locking the pilot from interacting with any flight display 52, from entering data via the keypad 58, or from using the cursor control device 56. Figure 2 The flight system can be adjusted. In this way, pilot access to the system can be denied for a predetermined amount of time, such as during a controlled rest period, during a recovery period after awakening, or in both. In another example, pilot access to all systems can be denied during a controlled rest period, and limited system access can be granted during the recovery period after awakening. In yet another example, if the tracking system 100 determines sufficient evidence of alertness or sobriety, such as being awakened in an emergency, pilot access to all systems can be denied during a controlled rest period, but full access can be granted to the pilot before the end of the controlled rest period. Non-limiting examples of evidence of alertness or sobriety include correct responses to a series of questions presented by the flight display 52, accurate selection of a series of objects using the cursor control 56 within a specified time period, error-free data input via the multifunction keypad 58, or biometric determination via the biometric sensor 106, such as eye tracking, heart rate tracking, or movement or gesture tracking consistent with a predetermined threshold for “alarm” or “awake”.

[0051] The sequence depicted is for illustrative purposes only and is not intended to limit method 150 in any way. It will be understood that the parts of method 150 may be performed in different logical orders, may include additional or intervening parts, or may divide the described part of the method into multiple parts, or may omit the described part of the method without diminishing the method described.

[0052] The technical effect is that the aforementioned aspects enable the determination of pilot incompetence, allowing for pilot lack of attention or some sleep, and control of the aircraft based on this determination. These aspects also enable the tracking of pilot attention, input, or biometric parameters, and control of the aircraft or modification of access to aircraft systems based on this tracking. The advantages or benefits of the aforementioned aspects include increased safety during flight and improved detection of pilot incompetence. It is understood that pilot input to any part of the cockpit systems can be tracked and confirmed as corresponding to normal activity. If no activity is detected (e.g., movement of the joystick / yoke or command input in the display system), a confirmation request can be made to ensure pilot alertness. Cockpit sensors can provide further verification of the pilot or co-pilot's state, such as eye tracking, posture tracking, pulse, or respiration. Other aspects of this disclosure allow for planned lack of attention or intentional loss of attention, such as controlled rest, and the tracking system disclosed herein can address such planned loss of attention before issuing an alarm or initiating a recovery procedure.

[0053] Under controlled rest conditions, aspects of this disclosure can also prevent sleeping pilots from entering deep sleep or REM sleep, which could otherwise lead to pilot disorientation. Furthermore, in the event of confirmed or determined pilot incompetence, aspects of this disclosure provide a recovery procedure involving setting any or all of the audible alarms, vibrating seat, or automatic distress tracker to an increased level, such as “unstable” or “distressed,” to communicate with external aircraft or ground systems. It is understood that these described aspects can reduce pilot fatigue and improve alertness.

[0054] Within the scope not described herein, various features and structures of the various embodiments may be combined or substituted for each other as needed. The fact that a feature is not shown in all embodiments does not mean it could not be shown, but rather for the sake of brevity. Therefore, regardless of whether a new embodiment is explicitly described, various features of different embodiments may be mixed and matched as needed to form new embodiments. All combinations or substitutions of the features described herein are covered by this disclosure.

[0055] Other aspects of the invention are provided by the subject matter of the following provisions:

[0056] 1. A method for controlling an aircraft, comprising: during flight of the aircraft, using at least one sensor to track one of pilot inputs or pilot biometric parameters; using a controller operatively connected to at least one sensor to determine pilot inattention or pilot sleep depth based on the biometric parameters; allowing the pilot to have a predetermined degree of inattention or controlled rest; and controlling at least one system of the aircraft when the determined inattention or determined sleep depth meets a predetermined threshold.

[0057] 2. According to any of the methods in the preceding paragraph, wherein a predetermined threshold indicates one of the pilot’s unacceptable absence or incompetence.

[0058] 3. In accordance with any of the methods described in the preceding paragraph, further include automatically initiating a recovery procedure upon determination of unacceptable incompetence.

[0059] 4. According to any of the methods in the preceding paragraph, the recovery procedure includes at least one of the following: activating an audio signal on the aircraft, vibrating the pilot's seat, unlocking the cockpit door, performing an automatic landing via the flight system, allowing remote control of the aircraft, or activating the aircraft's distress tracker.

[0060] 5. Any method described in the preceding paragraph, wherein allowing remote control of the aircraft also includes automatically updating the aircraft's flight plan and executing the updated flight plan.

[0061] 6. According to any method in the preceding paragraph, wherein the input tracked by the pilot includes input tracked to any cockpit system.

[0062] 7. According to any method in the preceding paragraph, where a predetermined degree of lack of attention is permitted, temporary absence and intentional loss of attention are allowed.

[0063] 8. According to any of the methods in the preceding paragraph, it further includes identifying a portion of the flight plan of the aircraft that allows for a lack of attention or a controlled rest.

[0064] 9. According to any of the methods in the preceding paragraph, it further includes providing instructions within the cockpit of the aircraft to allow the controlled rest.

[0065] 10. In accordance with any of the methods in the preceding paragraph, further include setting a timer based on the start of a lack of attention or a controlled rest.

[0066] 11. The method according to any of the preceding paragraph further includes: providing a wake-up procedure when the timer reaches a predetermined time, wherein the wake-up procedure includes at least one of the following: activating an audio signal on the aircraft or vibrating the pilot's seat.

[0067] 12. A method for controlling an aircraft, the method comprising: tracking biometric parameters of a first pilot during flight of the aircraft using at least one sensor; determining, based on the biometric parameters, the first pilot’s lack of attention or depth of sleep using a controller operatively connected to at least one sensor; allowing a predetermined degree of lack of attention or depth of sleep; and modifying access to the aircraft’s systems when the degree of lack of attention or depth of sleep meets a predetermined threshold.

[0068] 13. According to any of the methods in the preceding paragraph, it further includes identifying a portion of the flight plan of the aircraft that allows for controlled rest.

[0069] 14. According to any of the methods in the preceding paragraph, it further includes providing instructions within the cockpit of the aircraft to allow the controlled rest.

[0070] 15. According to any of the methods in the preceding paragraph, it further includes: verifying the secondary conditions related to the controlled rest before providing instructions.

[0071] 16. According to any method in the preceding paragraph, the secondary condition includes verifying at least one of the following: the presence of a second pilot, the second pilot not being asleep, or the second pilot wearing a seatbelt.

[0072] 17. According to any of the methods in the preceding paragraph, the method further includes tracking the interaction between the second pilot and the cockpit systems during the first pilot's controlled rest period.

[0073] 18. The method according to any of the preceding paragraph further includes: setting a timer based on biometric parameters.

[0074] 19. The method according to any of the preceding paragraph further includes: providing a wake-up procedure to prevent the first pilot from entering REM sleep, and wherein the wake-up procedure includes at least one of the following: activating an audio signal on the aircraft or vibrating the first pilot's seat.

[0075] 20. According to any of the methods in the preceding paragraph, it further includes providing a wake-up procedure to prevent the first pilot from entering REM sleep.

[0076] 21. According to any method in the preceding paragraph, wherein the wake-up procedure includes at least one of the following: activating an audio signal on the aircraft or vibrating the pilot's seat.

[0077] 22. According to any of the methods in the preceding paragraph, the modification of access to the system includes at least one of the following: moving the first pilot's seat or denying access to the system for a predetermined period of time.

[0078] This written description uses examples to disclose the invention, including the best mode, and also enables any person skilled in the art to practice the invention, including making and using any device or system and performing any combined methods. The patent scope of the invention is defined by the claims and may include other examples that would occur to a person skilled in the art. Such other examples are intended to be included within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. A controller, characterized in that, The controller is configured as follows: The amount of inattention or sleep depth of the first pilot is determined based on biometric parameter input; Allowing a predetermined amount of lack of attention or sleep depth; and When the amount of lack of attention or the depth of sleep meets a predetermined threshold, access to the aircraft's systems is modified. The modification to access the system includes denying access to the system for a predetermined period of time by increasing the seat distance between the first pilot's seat and the flight console.

2. The controller according to claim 1, characterized in that, It is further configured to identify part of the flight plan of the aircraft that allows for the amount of inattention or sleep depth.

3. The controller according to claim 2, characterized in that, It is further configured to provide an indication within the cockpit of the aircraft of the amount of inattention or the depth of sleep.

4. The controller according to claim 3, characterized in that, It is further configured to verify secondary conditions related to the amount of lack of attention or sleep depth before providing the indication.

5. The controller according to claim 4, characterized in that, The secondary condition includes verifying at least one of the following: the presence of a second pilot, the second pilot not being asleep, or the second pilot wearing a seatbelt.

6. The controller according to any one of claims 1-5, characterized in that, It was further configured to track the second pilot's interactions with the cockpit systems during the first pilot's controlled rest period.

7. The controller according to any one of claims 1-5, characterized in that, It is further configured to set a timer based on the biometric parameters.

8. The controller according to claim 7, characterized in that, It is further configured to provide a wake-up procedure when the timer reaches a predetermined time, and wherein the wake-up procedure includes at least one of the following: activating an audio signal on the aircraft or vibrating the seat of the first pilot.

9. The controller according to any one of claims 1-5, characterized in that, It was further configured to provide a wake-up procedure to prevent the first pilot from entering REM sleep.

10. The controller according to claim 9, characterized in that, The wake-up procedure includes at least one of the following: activating an audio signal on the aircraft or vibrating the pilot's seat.

11. The controller according to claim 1, characterized in that, Modifying access to the system includes locking the first pilot from interacting with instruments on the flight console.

12. A method for controlling an aircraft, characterized in that, The method includes: During the flight of the aircraft, at least one sensor is used to track the biometric parameters of the first pilot; Using a controller operatively connected to the at least one sensor, the amount of the first pilot’s lack of attention or the depth of the first pilot’s sleep is determined based on the biometric parameters. Identify a portion of the aircraft's flight plan that allows for the first pilot's lack of attention or sleep depth; The cockpit of the aircraft is provided with an indication of the amount of inattention or sleep depth of the first pilot once the identified portion of the flight plan is reached; Allowing the first pilot a predetermined threshold amount of lack of attention or sleep depth; and When the first pilot's lack of attention or sleep depth meets the predetermined threshold amount of lack of attention or sleep depth, access to at least one system of the aircraft is modified. Modifying access to at least one system of the aircraft includes denying access to the at least one system for a predetermined period of time by increasing the seat distance between the first pilot's seat and the flight control tower.

13. The method according to claim 12, characterized in that, This further includes customizing the timer based on the amount of time the predetermined threshold is reached.

14. The method according to claim 13, characterized in that, The system further includes at least one system that controls the aircraft when a predetermined amount of lack of attention or a predetermined depth of sleep meets the predetermined threshold amount.

15. The method according to claim 14, characterized in that, Further, it includes setting the timer to a predetermined time to allow a predetermined amount of inattention or controlled rest.

16. The method according to claim 15, characterized in that, It further includes providing an alarm when the timer reaches a predetermined time.

17. The method according to claim 16, characterized in that, The alarm is part of a wake-up procedure that includes vibrating the seat of the first pilot.

18. The method according to claim 12, characterized in that, Modifying access to the at least one system includes locking the first pilot from interacting with instruments on the flight console.

19. A method for controlling an aircraft, characterized in that, The method includes: During the flight of the aircraft, at least one sensor is used to track the pilot’s input to any cockpit system or one of the pilot’s biometric parameters; A controller operatively connected to the at least one sensor is used to determine the pilot’s lack of attention or the pilot’s sleep depth, wherein the pilot’s lack of attention is determined based on tracked inputs of the pilot or tracked biometric parameters of the pilot, and wherein the pilot’s sleep depth is determined based on tracked biometric parameters of the pilot. Verification of secondary conditions, including verifying that the seat distance between the pilot's seat and the aircraft's cockpit is greater than a predetermined value; and After verifying the secondary conditions, the pilot is allowed a predetermined amount of lack of attention or sleep depth.

20. The method according to claim 19, characterized in that, The system further includes at least one system that controls the aircraft when a determined lack of attention or a determined depth of sleep meets a predetermined threshold, wherein the predetermined threshold indicates one of an unacceptable absence or incompetence of the pilot.

21. The method according to claim 20, characterized in that, Further, it includes automatically initiating a recovery procedure once the unacceptable absence or incompetence is determined, wherein the recovery procedure further includes at least one of the following: activating an audio signal on the aircraft, vibrating the pilot's seat, unlocking the cockpit door, performing an automatic landing via the flight system, allowing remote control of the aircraft, or activating the aircraft's distress tracker.

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