Method, computer program product, non-transitory computer-readable storage medium and monitoring device for managing an intrusion function of an aircraft

Abstract

The invention relates to a method, a computer program product, a non-transitory computer-readable storage medium and a monitoring device for managing an anti-intrusion function of an aircraft taxiing within an airport environment. A method for managing an anti-intrusion function is implemented by a monitoring device embedded in an aircraft. The human-computer interface displays a guide icon that presents scene-related information when the aircraft is taxiing within the airport environment. When the aircraft approaches near the entry point of the intrusion risk area, the human-machine interface updates context-related information to include a warning indicator, and the monitoring device waits for confirmation that the intrusion risk area is cleaned. The human-machine interface updates context-related information to include a message indicative of automatic braking of the aircraft when the aircraft approaches near an entry point of the intrusion risk area prior to receiving confirmation that the intrusion risk area is cleaned, and transmits the context-related information to the aircraft when the aircraft still fails to stop at the entry point of the intrusion risk area at the latest. The monitoring device initiates an automatic braking function of the aircraft.

Description

Technical Field

[0001] The subject matter disclosed herein generally relates to monitoring devices with human-machine interfaces used during the taxiing maneuvers of an aircraft. More specifically, the subject matter disclosed herein relates to systems and methods for monitoring and controlling the operation of an aircraft during the taxiing phase. Background Technology

[0002] During the taxiing phase of an aircraft operation within an airport environment, such as when an aircraft is traveling on the ground to reach its designated runway for takeoff, it is very common for the aircraft to cross the intermediate runway. The aircraft will also have to enter its designated runway to queue before takeoff. In this situation, the aircraft's pilots must wait for authorization from the airport control tower's air traffic controller (ATC) before entering or crossing the runway to avoid the risk of a collision with another aircraft. More generally, when entering a high-risk intrusion area during the taxiing phase within an airport environment, the aircraft's pilots should exercise particular caution and take appropriate action.

[0003] Monitoring this situation represents a significant workload for pilots.

[0004] In some situations, it is desirable to reduce the workload of pilots. For this reason, it is desirable for aircraft to have an "intrusion prevention" function that can respond to such situations by preventing the aircraft from entering areas at risk of intrusion, without having to ensure that the situation has been cleared beforehand. Summary of the Invention

[0005] To this end, this paper proposes a method for managing intrusion prevention functions of aircraft taxiing in an airport environment, which is implemented by monitoring equipment embedded in the aircraft, and includes:

[0006] - A guidance icon is displayed via the human-machine interface of the monitoring equipment, providing context-relevant information as the aircraft taxis within the airport environment; and

[0007] When the monitoring equipment detects that an aircraft is approaching the entrance point of an intrusion risk area below a first predetermined threshold, the method includes:

[0008] - Update scenario-related information via the human-machine interface to include warning indicators;

[0009] - Wait for confirmation that the intrusion risk area has been cleared through monitoring equipment; and

[0010] When the monitoring device detects that an aircraft is approaching the entrance point of an intrusion risk zone at a level below a second predetermined threshold (lower than a first predetermined threshold) before receiving confirmation that the intrusion risk zone has been cleared, the method includes:

[0011] - Update scenario-related information via the human-machine interface, including messages instructing the aircraft to automatically brake; and

[0012] - If the aircraft fails to stop at the entry point into the intrusion risk zone at the latest, activate the aircraft's automatic braking function.

[0013] Therefore, due to the above-mentioned anti-intrusion functions, before operating the aircraft to enter the intrusion risk area, the pilot of the aircraft is first warned to ensure that the intrusion risk area (e.g., the runway) is cleared, and if the pilot fails to take timely measures to confirm that the intrusion risk area is cleared, the monitoring equipment triggers automatic braking to stop the aircraft, thereby preventing the aircraft from unsafely entering the intrusion risk area.

[0014] In a particular implementation, the method includes disengaging the aircraft's automatic braking function upon receiving confirmation that the intrusion risk area has been cleared.

[0015] In a particular implementation, the method includes displaying an action interface via a human-machine interface, which can be selected by a human operator to confirm that the intrusion risk area has been cleared.

[0016] In a particular implementation, the intrusion risk zone includes an area in which a moving or stationary obstacle is detected in front of the aircraft, and the method includes dynamically creating one or more entry points at a predetermined distance from the intrusion risk zone in the airport environment.

[0017] In a particular implementation, the intrusion risk area includes the runway, and the entry point of the intrusion risk area is a location within the airport environment at a predetermined distance from the runway.

[0018] In a particular implementation, the method includes:

[0019] - An action interface is displayed via a human-machine interface, which can be manually selected by a human to send a clearance request to air traffic control to obtain authorization to enter the runway, and

[0020] - In response to the clearance request, an authorization message confirming that the runway has been cleared was received from air traffic control.

[0021] In a particular implementation, in addition to displaying a warning indicator, the method further includes:

[0022] - Determine the distance between the aircraft's location and the entry point into the intrusion risk zone; and

[0023] - An instrument is displayed in the context-related information of the guide icon, indicating the amount of space available for maneuvering the aircraft before the automatic braking function can be activated, given the distance.

[0024] In a particular implementation, the warning indicator is accompanied by a braking command.

[0025] In a particular implementation, the method includes:

[0026] - A navigation map showing at least a portion of the airport environment, including representations of runways and taxiways within the airport environment;

[0027] - Displays the aircraft's actual location in the airport environment in real time on the navigation map;

[0028] - Display guidance paths on the navigation map, which identify the routes that an aircraft must follow from its actual location to its destination in the airport environment;

[0029] - Display one or more markers on the navigation map that indicate waypoints along the guidance path, wherein each entry point of any intrusion risk area corresponding to a runway is represented by one of the markers.

[0030] In one implementation, a stop line is shown on the navigation map at the entry point of an intrusion risk area corresponding to a runway, crossing the taxiway, and this stop line is associated with a marker indicating the entry point.

[0031] This document also proposes a computer program product including executable instructions, in any embodiment of which the executable instructions, when executed by the processing circuitry of a computing device, cause the computing device to perform the above-described methods. This document also proposes a non-transitory computer-readable storage medium having executable instructions stored thereon, in any embodiment of which the executable instructions, when read from the non-transitory computer-readable storage medium and executed by the processing circuitry of a computing device, cause the computing device to perform the above-described methods.

[0032] This paper also proposes a monitoring device configured to be embedded in an aircraft and used to manage the intrusion prevention functions of an aircraft taxiing in an airport environment. The monitoring device includes electronic circuitry configured to:

[0033] - A guidance icon is displayed via the human-machine interface of the monitoring equipment, providing context-relevant information as the aircraft taxis within the airport environment; and

[0034] When the monitoring equipment detects that an aircraft is approaching the entrance point of an intrusion risk area below a first predetermined threshold, the electronic circuit is configured to:

[0035] - Update scenario-related information via the human-machine interface to include warning indicators;

[0036] - Wait for confirmation that the intrusion risk area has been cleared through monitoring equipment; and

[0037] When the monitoring device detects that an aircraft is approaching the entry point into the intrusion risk zone at a level below a second predetermined threshold (lower than a first predetermined threshold) before receiving confirmation that the intrusion risk zone has been cleared, the electronic circuitry is configured to:

[0038] - Update scenario-related information via the human-machine interface, including messages instructing the aircraft to automatically brake; and

[0039] - If the aircraft fails to stop at the entrance to the intrusion risk area at the latest, activate the aircraft's automatic braking function.

[0040] This paper also proposes an aircraft that includes the above monitoring equipment. Attached Figure Description

[0041] The features of the invention will become clearer from the following description of at least one example of an embodiment, which is made with reference to the accompanying drawings, in which:

[0042] Figure 1 A schematic top view of an aircraft equipped with monitoring equipment;

[0043] Figure 2 The illustration shows an example of a hardware system that can be used to implement a monitoring device;

[0044] Figure 3 This schematically illustrates the display of a human-machine interface in a specific implementation.

[0045] Figures 4 to 9 The illustration shows the evolution of the appearance of the human-machine interface display in an illustrative embodiment where intrusion prevention functions are implemented to prevent aircraft from entering the runway without prior assurance that the runway has been cleared; and

[0046] Figure 10 and Figure 11 The illustration shows the evolution of the appearance of the human-machine interface display in an illustrative embodiment in which anti-intrusion functions are performed to prevent the aircraft from colliding with fixed or moving objects. Detailed Implementation

[0047] Figure 1The diagram schematically shows a top view of aircraft 1000. Aircraft 1000 includes avionics that provide computing power to aircraft 1000. Aircraft 1000 includes a human-machine interface, such as a display or touchscreen or an EFB (Electronic Flight Bag) device, which integrates various devices in the cockpit with the avionics, thereby enabling interaction with the pilot of the aircraft.

[0048] The aircraft's avionics equipment includes position awareness devices, such as Global Positioning System (GPS) receivers, Global Navigation Satellite System (GLONASS) receivers, and Galileo receivers, etc. This position awareness equipment enables the avionics equipment to know the geographical location of the aircraft 1000 in real time.

[0049] The aircraft's avionics also include at least one communication interface, which is configured to enable voice and / or text communication with the airport's control tower.

[0050] The aircraft 1000 incorporates a monitoring device 1001, which, for example, is part of the aircraft's avionics. The monitoring device 1001 is configured to implement the intrusion prevention functions disclosed below. The monitoring device 1001 is configured to provide a human-machine interface for managing monitoring functions related to the aircraft 1000's taxiing operations, during which the aircraft 1000 traverses the airport environment to its destination, such as a designated runway for takeoff or an airport gate. Specifically, the monitoring functions can be configured to protect the aircraft 1000 from undesirable intrusion into areas of intrusion risk, and more particularly to prevent unsafe entry onto the runway or collisions with moving or stationary obstacles.

[0051] The human-machine interface is configured to provide the pilot with feedback on this monitoring function to clearly communicate the steps taken to protect the aircraft 1000 from unwanted intrusion into the intrusion risk area, and the human-machine interface is configured to provide an interactive interface that the pilot can interact with to control the operation.

[0052] In addition, the human-machine interface allows pilots to easily obtain authorization from the airport control tower's air traffic control (ATC) to enter the runway, which confirms that the runway has been cleared and intrusion protection has been removed, so that they can continue to enter the runway (e.g., crossing the intermediate runway).

[0053] In addition, the monitoring device 1001 includes an automatic braking management function that can command the aircraft's avionics to perform automatic braking of the aircraft 1000 when the monitoring device 1001 detects that the pilot has not taken the recommended action in a timely manner relative to the entry point of the intrusion risk area (located at a certain predetermined distance from the intrusion risk area in the airport environment).

[0054] Furthermore, in certain embodiments, the monitoring device 1001 includes an obstacle detection system configured to detect the presence of moving or stationary obstacles in front of the aircraft 1000. For example, the obstacle detection system includes sensor arrays or capture systems, such as Automatic Dependent Surveillance-Broadcast (ADS-B) and / or Light Detection and Ranging (LIDAR).

[0055] Figure 2 The illustration schematically shows an example of a hardware system SYS 200 that can be used to implement monitoring device 1001. Hardware system SYS 200 can also be used to implement avionics functions of other aircraft.

[0056] According to the example shown, the hardware system SYS200 includes at least the following components interconnected via a communication bus 210: a processor, microprocessor, microcontroller, or CPU (Central Processing Unit) 201; RAM (Random Access Memory) 202; ROM (Read-Only Memory) 203 or EEPROM (Electrically Erasable Programmable ROM), such as flash memory; HDD (Hard Disk Drive) 204 or SD (Secure Digital) card reader or any other means suitable for reading information stored on a non-transitory information storage medium; and at least one interface I / F 205, which preferably includes a communication interface that enables communication with other devices of the aircraft 1000 or with the ATC.

[0057] CPU 201 is capable of executing instructions loaded into RAM 202 from ROM 203 or from external storage such as an SD card. After the hardware system SYS 200 is powered on, CPU 201 is capable of reading instructions from RAM 202 and executing those instructions. The instructions form one or more computer program products that cause CPU 201 to perform some or all of the actions disclosed herein concerning the avionics of monitoring device 1001 or other aircraft.

[0058] The subject matter disclosed herein can be implemented in software or in software combined with hardware and / or firmware. For example, the subject matter described herein can be implemented in software by executing a set of instructions or programs by a processor or processing unit or programmable computing machine, such as a DSP (Digital Signal Processor). The subject matter disclosed herein can be implemented in hardware by a machine or a dedicated chip or chipset, such as a FPGA (Field Programmable Gate Array) or ASIC (Application-Specific Integrated Circuit). Generally, the avionics of the monitoring device 1001 and the aircraft include processing electronics circuitry adapted and configured to implement the subject matter disclosed herein.

[0059] In some implementations, this subject matter can be implemented via at least one avionics computer of the aircraft 1000 associated with displays in the cockpit. Alternatively, this subject matter can be implemented on an Electronic Flight Bag (EFB) device that receives information from the aircraft's avionics equipment.

[0060] For example, some embodiments of the disclosed system may be implemented using a storage medium, a computer-readable medium, or an article of manufacture that may store instructions or a set of instructions, which, when executed by a machine (e.g., a processor, processing circuitry, or microcontroller), cause the machine to perform methods and / or operations according to embodiments of this disclosure. Additionally, a server or database server may include a machine-readable medium configured to store machine-executable program instructions. Such a machine may include, for example, any suitable processing platform, computing platform, computing device, processing device, computing system, processing system, computer, processor, etc., and may be implemented using any suitable combination of hardware, software, firmware, or a combination thereof, and may be used in a system, subsystem, component, or subcomponent thereof. Computer-readable media or articles may include, for example, any suitable type of memory unit, memory device, memory article, memory medium, storage device, storage article, storage medium and / or storage unit, such as memory (including non-transitory memory), removable or non-removable media, erasable or non-erasable media, writable or rewritable media, digital or analog media, hard disk, floppy disk, optical disc read-only memory (CD-ROM), recordable optical disc (CD-R), rewritable optical disc (CD-RW), optical disc, magnetic media, magneto-optical media, removable memory cards or disks, various types of digital multifunction discs (DVDs), magnetic tape, cassette tape, etc. Instructions may include any suitable type of code implemented using any suitable high-level, low-level, object-oriented, visual, compiled and / or interpreted programming language, such as source code, compiled code, interpreted code, executable code, static code, dynamic code, encrypted code, etc.

[0061] Figure 3 The diagram schematically illustrates the human-machine interface 100 provided by the monitoring device 1001 in a particular embodiment.

[0062] In one aspect, this topic provides a human-machine interface configured to monitor the position of an aircraft 1000 within an airport environment and to provide one or more warnings and / or prompts to the pilot of the aircraft 1000 when the aircraft is taxiing and a potential intrusion risk area is identified.

[0063] As described below, in some implementations, the intrusion risk area includes the runway. In other implementations, the intrusion risk area includes the taxiway intersection.

[0064] As described below, in some embodiments, the intrusion risk zone includes the area in which a moving or stationary obstacle is detected in front of the aircraft 1000.

[0065] In some embodiments, the human-machine interface 100 may present information about the operation of the aircraft 1000 relative to an airport environment. In some embodiments, this information may include a navigation map 110 of at least a portion of the airport environment, a representation 111 of the real-time actual position of the aircraft 1000 relative to runways and taxiways within the airport environment, one or more waypoints 112 indicating waypoints along the runways and taxiways, and a guidance path 114 identifying the route to be followed from the actual position of the aircraft 1000 to a designated destination (takeoff runway 125 or the airport gate). Figure 3 In the diagram, multiple waypoints are schematically represented: Q2, Q8, K, K6, K7, K8, N2, Y6, and Z8. Waypoints Q2, K6, K, and Z8 are located on the guidance path 114 leading to the designated takeoff runway 125. It can be noted that on the navigation map 110, each entry point of any intrusion risk area corresponding to a runway is represented by a marker indicating a waypoint (located at a predetermined distance from the runway within the airport environment).

[0066] To this end, in some embodiments, monitoring device 1001 obtains a guidance path 114 leading to the destination of aircraft 1000 during its taxiing phase within an airport environment, as is done by many conventional navigation systems. Monitoring device 1001 then obtains waypoints along the guidance path 114 and identifies among these waypoints whether at least one waypoint corresponds to an entry point in a corresponding intrusion risk area. If so, monitoring device 1001 provides intrusion prevention functionality for the identified at least one waypoint (i.e., the entry point is "locked").

[0067] In cases where a waypoint is associated with an entry point in an area of ​​intrusion risk, in addition to the waypoint's name / identifier, the corresponding marking 112 preferably includes a graphic symbol (e.g., a padlock symbol) that indicates that once the aircraft reaches the waypoint, intrusion-specific actions may be required (i.e., the entry point is "locked").

[0068] In some implementations, monitoring device 1001 can predict that the aircraft may fail to follow guidance path 114 and may attempt to enter the intrusion risk area through an alternative entry point different from the initially anticipated one. Therefore, as... Figure 3 As shown, although following the guidance path 114 would lead to an attempt to enter the intermediate runway 121 via waypoint Q2, waypoint Q8 is locked.

[0069] The human-machine interface 100 preferably also includes a guidance icon 130, which presents context-relevant information to the pilot when the aircraft 1000 moves along the guidance path 114, i.e., when the aircraft 1000 is taxiing within the airport environment. The content of the guidance icon 130 is updated in real time as the context-relevant information changes. Figure 3 Alternatively, as shown, the guidance icon 130 may include: a direction instruction 131, which identifies the current step in the route planning guidance instruction (here, direction instruction 131 indicates moving forward); a waypoint indicator 132, which identifies the next waypoint along the guidance path 114 (here, the next waypoint is Q2); and a next direction instruction 133, which identifies the next step in the route planning guidance instruction after the waypoint in question (here, next direction instruction 133 indicates turning right). Where the next waypoint is associated with an entry point to an intrusion risk area corresponding to the runway, the waypoint indicator 132 may also include a graphic symbol (e.g., a padlock symbol) in addition to the waypoint's name / identifier, indicating that intrusion-specific actions may be required once the aircraft reaches the waypoint (i.e., the entry point is "locked").

[0070] The human-machine interface 100 may include a banner 162, wherein the remainder of the guide path 114 represents a list of consecutive keypoint indicators. For example... Figure 3 As shown, the key points of the rest of the guidance path 114 starting from the position of the aircraft 1000 include waypoint Q2, intermediate runway 121, waypoint K6, waypoint K, and waypoint Z8.

[0071] The human-machine interface 100 may include other information items or action buttons 161, such as... Figure 3 The button shown is for closing navigation map 110.

[0072] Waypoint Q2 is the entry point to intermediate runway 121. Figure 3 On the illustrative navigation map 110, the marker 112 for waypoint Q2 is associated with the representation of line 116 crossing the taxiway. Line 116 is located at or near the entrance to intermediate runway 121. Line 116 is a stop line because waypoint Q2 is a blocked entrance point to intermediate runway 121 (e.g., the entrance is "locked"), meaning that at least one specific action must be performed before aircraft 1000 enters intermediate runway 121. Other waypoint markers on the navigation map 110, including waypoints on guide path 114, are associated with the representation of lines crossing the taxiway. These lines are not stop lines relative to guide path 114 because when following... Figure 3 When the guidance path 114 is shown, these waypoints are not the entry points for any runway. However, these waypoints (i.e., Q8, K6, K7, K8) may become the entry points for runways (i.e., runway 121) via other guidance paths through the airport.

[0073] like Figure 4 As shown, when the aircraft 111 approaches the entrance point of the intrusion risk area in question, the guide icon 130 may display a warning indicator 134. In some embodiments, the guide icon 130 may also display a distance instrument 135, which shows the amount of space available to maneuver the aircraft 1000 before an automatic response (e.g., automatic braking) can be triggered, taking into account the remaining distance between the aircraft 1000 and the entrance point of the intrusion risk area in question.

[0074] In some embodiments, one or more of the warning indicator 134, distance instrument 135, marker 112 identifying the relevant waypoint (here, Q2), and / or the representation of the approach point itself (i.e., line 116) may be displayed in a selected color (e.g., amber) to alert the pilot to the approaching waypoint. In some embodiments, as the aircraft approaches the waypoint in question further, the warning indicator 134 and / or distance instrument 135 and / or marker identifying the relevant waypoint (here, Q2) and / or the representation of the approach point itself (i.e., line 116) may be displayed in another color (e.g., red). In some embodiments, the warning indicator 134 and / or distance instrument 135 and / or marker identifying the relevant waypoint (here, Q2) and / or the representation of the approach point itself (i.e., line 116) may change to the other color after a predetermined time (e.g., 2 seconds) prior to estimated arrival at the waypoint in question. In some implementations, when the aircraft 1000 reaches a position at a predetermined threshold distance from the waypoint in question (Q2 in this case), the warning indicator 134, the distance instrument 135, the marker identifying the relevant waypoint (Q2 in this case), and / or the representation of the entry point itself (i.e., line 116) may change to the other color.

[0075] To this end, monitoring device 1001 detects the geographic location of the aircraft 1000 approaching the waypoint in question on the airport taxiway when the position of the aircraft 1000, as provided by the location-aware device, is below a first predetermined threshold TH1 (e.g., a first distance threshold THd1 or a first travel time threshold THt1). Monitoring device 1001 then updates the appearance and information of the human-machine interface 100 accordingly, such as context-dependent information about the guide icon 130, to include a warning indicator 134.

[0076] In some implementations, the human-machine interface 100 also displays action instructions 140, such as braking instructions, accompanied by warning indicators 134, to identify one or more recommended actions.

[0077] Additionally, in some embodiments, the graphical elements displayed on the human-machine interface 100 may be accompanied by one or more corresponding sounds, such as recorded or synthesized speech emphasizing action commands (e.g., braking commands) and / or sounds indicating approach to the waypoint in question.

[0078] In some implementations, refer to Figure 5 If the pilot does not take the recommended action (e.g., braking) when the aircraft 1000 approaches the waypoint in question (i.e., the entrance to the intermediate runway 121), an automatic response (i.e., automatic braking) can be triggered, which can be indicated by the guidance icon 130 through the corresponding instruction 163 (e.g., automatic braking).

[0079] To this end, monitoring device 1001 detects the geographic location of the aircraft 1000 approaching the waypoint in question on the airport taxiway when the position of the aircraft 1000, as provided by the position-aware device, is below a second predetermined threshold TH2 (e.g., a second distance threshold THd2 or a second travel time threshold THt2). The second predetermined threshold TH2 is lower than a first predetermined threshold TH1 (the second distance threshold THd2 is lower than the first distance threshold THd1, and the second travel time threshold THt2 is lower than the first travel time threshold TH1). Monitoring device 1001 then updates the appearance and information of the human-machine interface 100 accordingly. Monitoring device 1001 then typically initiates an automatic response (i.e., automatic braking) by commanding the aircraft's avionics to trigger the automatic response (i.e., automatic braking).

[0080] Reference Figure 6In this situation, action command 140 can display the necessary steps to restart taxiing. For example, action command 140 can display instructions for the pilot to adjust the thrust lever (e.g., automatic or manual idle), clear the runway, and manage automatic modes (e.g., operate the flight control unit to adjust the speed to taxi in "automatic" mode, or turn the speed automatic button to taxi in "taxi" mode).

[0081] Before automatic braking is triggered and / or after the aircraft has come to a complete stop, the pilot may request authorization from air traffic control (ATC) to enter intermediate runway 121. This can be done via human-machine interface 100. (See reference...) Figure 7 The pilot can select a marker 112 corresponding to a nearby waypoint (in this case, Q2), and an interactive interface 150 can be displayed (the interface 150 and its items can be manually selected via a human-machine interface). Figure 7 In the illustrated scenario, the action interface 150 includes a "Request Clearance" button, which the pilot can select to automatically send a clearance request to the ATC. In a variant, the action interface 150 may include a button for establishing voice communication with the ATC, enabling the pilot to request the clearing of the intermediate runway 121 via voice. It can be noted that the pilot can communicate with the ATC through another device, i.e., without using the human-machine interface. Therefore, in some embodiments, the action interface 150 may include a button that allows the pilot to confirm that the intrusion risk area has been cleared (e.g., authorization obtained from the ATC through another channel).

[0082] To this end, monitoring device 1001 commands the communication interface to send a clearance request (or opens the voice channel). Monitoring device 1001 waits for confirmation that the intrusion risk area has been cleared. To this end, monitoring device 1001 waits for confirmation of authorization to enter the intrusion risk area (i.e., intermediate runway 121). Confirmation may be an authorization message received from ATC in response to the clearance request. Alternatively, confirmation may be performed by the pilot via the action interface, thereby confirming that the intrusion risk area has been cleared (e.g., selecting on action interface 150). Figure 7 (The checkmark shown).

[0083] In some implementations, once the aircraft 1000 reaches the first threshold TH1, the monitoring device 1001 can cause the human-machine interface 100 to display the action interface 150.

[0084] Reference Figure 8 Action instruction 140 can be updated to indicate that a release request has been sent.

[0085] If the ATC verifies the clearance request, the monitoring device 1001 receives an authorization response, and the pilot can receive a corresponding notification via the human-machine interface 100, thereby inviting the pilot to continue intruding into the discussed intrusion risk area (here, the middle runway 121). In the case of voice communication, the pilot can confirm that the intrusion risk area has been cleared by using a dedicated button on the action interface 150 in the human-machine interface 100 when receiving approval from the ATC.

[0086] As is evident from the above disclosure, if the aircraft 1000 fails to stop at the entry point into the intrusion risk zone no later than receiving confirmation that the intrusion risk zone has been cleared, the monitoring function 1001 activates the automatic braking function of the aircraft 1000. It is understood that, in this situation, upon receiving confirmation that the intrusion risk zone has been cleared, the monitoring device 1001 can deactivate the automatic braking function of the aircraft 1000, and thus deactivate the intrusion prevention function for the intrusion risk zone in question.

[0087] For example, refer to Figure 9 A new action interface 150' can be displayed, indicating that the middle runway 121 has been cleared. Action instructions 140 can be updated again to identify the remaining actions to be taken. For example, in the illustrated embodiment, the "Manage Automatic Mode" action is still visible, and the pilot can choose to delete the automatic speed mode to continue manually or remain in automatic speed mode.

[0088] Additionally, waypoint Q2 is unlocked upon receiving confirmation that the intrusion risk area has been cleared (e.g., by removing the padlock symbol from marker 112 of waypoint Q2). The default color of marker 112 can also be restored (e.g., by changing it from red to blue).

[0089] Once aircraft 1000 enters the middle runway 121, the guidance icon 130 returns to its original state. Figure 3 The basic navigation icon configuration is illustrated in the diagram to provide route planning guidance for the next waypoint (K in this case).

[0090] On the other hand, if the automatic taxiing function is activated, the monitoring device 1001 can be configured to command automatic braking as described above, so that the aircraft 1000 brakes until it comes to a complete stop at the latest at the entry point into the intermediate runway 121 (e.g., at the location of the parking line 116 on the navigation map 110).

[0091] In this configuration where the automatic taxiing function is activated, as the aircraft 1000 approaches the entrance point of the intermediate runway 121 (e.g., waypoint Q2), the interface 100 does not need to display the numerous warning indicators as described above. There is virtually no need to prompt the pilot to brake, meaning that warning indicators 134 and / or distance instruments 135 are not required on the guidance icon 130, or even a color change is unnecessary. Specifically, in some embodiments, the guidance icon 130 may be configured to simply indicate that the aircraft 1000 is approaching the intermediate runway 121, and the action command 140 may indicate that automatic braking has been applied or is about to be applied.

[0092] In some implementations, when the auto-gliding function is activated, the guide path 114 may have a different appearance (different shape and / or different color) compared to its appearance when the auto-gliding function is not activated.

[0093] When the automatic taxiing function is activated, the approach to the middle runway 121 can be performed via the human-machine interface 100 requesting ATC clearance, as described above. Therefore, in some embodiments, the new action interface 150' may include a button that the pilot can select to indicate a desire to remain in automatic taxiing mode. Alternatively, the pilot may choose to use the flight control unit to then manually control the aircraft during taxiing.

[0094] On the other hand, similar protective measures can be provided if there are moving or fixed obstacles in the path ahead of the aircraft 1000. (See reference...) Figure 10 The navigation map 110 displays a representation 122 of obstacles on the path ahead of the aircraft 1000, as identified by the obstacle detection system. An intrusion risk zone is automatically created around the obstacles in question. The monitoring device 1001 then dynamically creates one or more entry points to the intrusion risk zone (at a predetermined distance from the intrusion risk zone in question) to trigger anti-intrusion functions.

[0095] The human-machine interface 100 updates the obstacle position representation 122 in the navigation map 110 in real time based on the positions of potentially moving obstacles detected by the obstacle detection system. Therefore, the intrusion risk area may be moving, and thus one or more entry points can be dynamically adjusted, and one or more entry points can even be added or removed based on the position of the intrusion risk area in question relative to the path of the aircraft 1000.

[0096] The human-machine interface 100 can be configured to update guidance icons 130 to warn the pilot of the risk of obstacles and / or display action instructions 140 to identify one or more recommended actions, such as presenting a braking instruction message.

[0097] In some embodiments, when the aircraft 1000 approaches an area where a moving or stationary obstacle 122 is detected, the guidance icon 130 may display a warning indicator 134. In some embodiments, the guidance icon 130 may also display a distance instrument 135, which displays the distance before an automatic response (e.g., automatic braking) can be triggered. The warning indicator 134 and / or the distance instrument 135 and / or the obstacle representation 122 may be displayed in a selected color (e.g., amber) to alert the pilot to an approaching obstacle.

[0098] To this end, the monitoring device 1001 detects the geographic location of the aircraft 1000 approaching an obstacle when its position, as provided by the location sensing device, is below a first distance threshold THd1 or a first travel time threshold THt1. The monitoring device 1001 then adjusts the appearance and information of the human-machine interface 100 accordingly.

[0099] As the aircraft 1000 approaches the obstacle in question, the warning indicator 134 and / or distance instrument 135 and / or obstacle representation 122 may be displayed in a different color (e.g., red). In some embodiments, the warning indicator 134 and / or distance instrument 135 and / or obstacle representation 122 may change to the other color after a predetermined time (e.g., 2 seconds) before the estimated arrival at the obstacle. In some embodiments, the warning indicator 134 and / or distance instrument 135 and / or obstacle representation 122 may change to the other color when the aircraft 1000 reaches a position at a predetermined threshold distance from the obstacle.

[0100] In some implementations, the display elements provided by the human-machine interface 100 may be accompanied by sounds consisting of voice emphasizing braking commands and / or sounds indicating approach to obstacles.

[0101] In some implementations, refer to Figure 11 If the pilot does not take the recommended action (e.g., braking) when the aircraft 1000 approaches an obstacle, an automatic response (i.e., automatic braking) can be triggered, which can be indicated by the guidance icon 130 through the corresponding instruction 163 (e.g., automatic braking).

[0102] To this end, monitoring device 1001 detects the geographical location of the aircraft 1000 approaching an obstacle if the position of the aircraft 1000, provided by the position sensing device, is below a second distance threshold THd2 or below a second travel time threshold THt2. Then, monitoring device 1001 adjusts the appearance and information of the human-machine interface 100 accordingly. Then, monitoring device 1001 commands the aircraft's avionics to trigger an automatic response (i.e., automatic braking).

[0103] Furthermore, action commands 140 can be displayed to indicate steps that can be executed to resume gliding once the obstacle has been cleared. For example, when aircraft 1000 comes to a stop, the pilot can deactivate the intrusion prevention function to further maneuver aircraft 1000. This can be accomplished using an action interface that can be selected by a human via a human-machine interface to confirm that the intrusion risk area has been cleared (as already explained with respect to action interface 150). Alternatively, if the obstacle detection system detects that an obstacle has moved out of the path of aircraft 1000 (i.e., out of guide path 114), the intrusion prevention function can be configured to deactivate automatically.

[0104] As used herein, elements or operations stated in the singular and beginning with the word "a" or "an" should be understood to not exclude multiple elements or operations unless such exclusion is expressly stated. Furthermore, references to "one embodiment" in this disclosure are not intended to exclude the existence of other embodiments that also incorporate the stated features.

Claims

1. A method for managing intrusion prevention functions of an aircraft (1000) taxiing in an airport environment, the method being implemented by a monitoring device (1001) embedded in the aircraft (1000), the method comprising: - A guide icon (130) is displayed through the human-machine interface (100) of the monitoring device (1001), the guide icon (130) presenting context-related information as the aircraft (1000) taxis in the airport environment; and When the monitoring device (1001) detects that the aircraft (1000) is approaching the entrance point (Q2) of the intrusion risk area (121) below a first predetermined threshold, the method includes: - Update the scenario-related information via the human-machine interface (100) to include a warning indicator (134); - Wait for confirmation that the intrusion risk area (121) has been cleared by the monitoring device (1001); and When the monitoring device (1001) detects that the aircraft (1000) is approaching the entry point (Q2) of the intrusion risk area at a level below a second predetermined threshold lower than the first predetermined threshold before receiving confirmation that the intrusion risk area (121) has been cleared, the method includes: - Update the scenario-related information via the human-machine interface (100) to include a message instructing the aircraft to automatically brake (163); and - If the aircraft (1000) fails to stop at the entry point (Q2) of the intrusion risk area (121) at the latest, the automatic braking function of the aircraft (1000) shall be activated.

2. The method according to claim 1, comprising: - When confirmation is received that the intrusion risk area (121) has been cleared, the automatic braking function of the aircraft (1000) is deactivated.

3. The method according to claim 1 or 2, comprising: - An action interface (150) is displayed through the human-machine interface (100), which can be selected by a human via the human-machine interface (100) to confirm that the intrusion risk area has been cleared.

4. The method according to claim 3, wherein, The intrusion risk area includes the area in which a moving or stationary obstacle (122) is detected in front of the aircraft (1000); and The method includes: - Dynamically create one or more entry points at a predetermined distance from the intrusion risk area discussed in the airport environment.

5. The method according to any one of claims 1 to 4, wherein, The intrusion risk area includes runway (121); and The entry point (Q2) of the intrusion risk area (121) is a location within the airport environment at a predetermined distance from the runway (121).

6. The method according to claim 5, comprising: - An action interface (150) is displayed via the human-machine interface (100), which can be selected by a human operator via the human-machine interface to send a clearance request to air traffic control to obtain authorization to enter the runway (121), and - In response to the clearance request, an authorization message confirming that the runway has been cleared is received from the air traffic control.

7. The method according to any one of claims 1 to 6, wherein, In addition to displaying the warning indicator, the method also includes: - Determine the distance between the location of the aircraft (1000) and the entry point (Q2) of the intrusion risk area (121); - An instrument (135) is displayed in the scenario-related information of the guide icon (130), which indicates the amount of space available for maneuvering the aircraft (1000) before the automatic braking function can be activated, given the distance.

8. The method according to any one of claims 1 to 7, wherein, The warning indicator (134) is accompanied by a braking command (140).

9. The method according to any one of claims 1 to 7, comprising: - A navigation map (110) displaying at least a portion of the airport environment, the navigation map (110) including representations of runways and taxiways of the airport environment; - The actual position (111) of the aircraft (1000) in the airport environment is displayed in real time on the navigation map (110); - A guidance path (114) is displayed on the navigation map (110), the guidance path (114) identifying the path that the aircraft (1000) must follow from its actual location (111) to its destination (125) in the airport environment; - Display one or more markers (112) on the navigation map (110), the markers (112) indicating waypoints along the guidance path (114), wherein each entry point of any intrusion risk area corresponding to a runway is represented by one of the markers.

10. The method according to claim 9, wherein, On the navigation map (110), a stop line (116) is shown at the entrance point of the intrusion risk area corresponding to a runway, crossing the taxiway. The stop line (116) is associated with a marker (112) indicating the entrance point.

11. A computer program product comprising executable instructions that, when executed by processing circuitry of a computing device, cause the computing device to perform the method according to any one of claims 1 to 10.

12. A non-transitory computer-readable storage medium having executable instructions stored on the non-transitory computer-readable storage medium, the executable instructions causing the computing device to perform the method according to any one of claims 1 to 10 when read from the non-transitory computer-readable storage medium and executed by processing circuitry of a computing device.

13. A monitoring device configured to be embedded in an aircraft (1000) and for managing intrusion prevention functions of the aircraft (1000) taxiing in an airport environment, the monitoring device (1001) including electronic circuitry configured to: - A guidance icon (130) is displayed via the human-machine interface (100) of the monitoring device (1001), the guidance icon (130) presenting context-related information as the aircraft (1000) taxis within the airport environment; and When the monitoring device (1001) detects that the aircraft (1000) is approaching the entrance point (Q2) of the intrusion risk area (121) below a first predetermined threshold, the electronic circuit is configured to: - Update the scenario-related information via the human-machine interface (100) to include a warning indicator (134); - Wait for confirmation that the intrusion risk area (121) has been cleared by the monitoring device (1001); and When the monitoring device (1001) detects that the aircraft (1000) is approaching the entry point (Q2) of the intrusion risk area at a level below a second predetermined threshold lower than the first predetermined threshold before receiving confirmation that the intrusion risk area (121) has been cleared, the electronic circuitry is configured to: - Update the scenario-related information via the human-machine interface (100) to include a message instructing the aircraft (1000) to automatically brake (163); and - If the aircraft (1000) fails to stop at the entry point (Q2) of the intrusion risk area (121) at the latest, the automatic braking function of the aircraft (1000) shall be activated.

14. An aircraft (1000) comprising the monitoring device (1001) according to claim 13.

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