Data link loading and responding method and system for aircraft

Abstract

The invention provides a data link loading and responding method and system for an aircraft. The method comprises the following steps: receiving a message containing one or more loadable parameters; in response to receiving the message, loading the one or more loadable parameters into a first flight plan of the aircraft, and performing parameter conflict verification on the one or more loadable parameters based on the modified first flight plan; according to a parameter conflict verification result, different visual identifications are adopted to display parameters passing verification and / or parameters not passing verification in the one or more loadable parameters in a distinguished mode, and options related to message loading are activated; loading one or more loadable parameters of the message into the second flight plan to display the updated second flight plan in response to receiving an instruction related to loading the message, and activating an option related to receiving the message; and sending acknowledgement information for the message in response to the received instruction for receiving the message.

Description

Technical Field

[0001] This invention relates to the field of avionics human-computer interaction, and more specifically, to a data link loading and response method and system for aircraft. Background Technology

[0002] Controller-Pilot Data Link Communication (CPDLC) is a text-based communication system that has been widely used as an important supplement to traditional radio voice communication for the exchange of instructions and information between pilots and air traffic control (ATC) to alleviate voice channel congestion and reduce communication errors.

[0003] In CPDLC communication, some uplink messages from air traffic control contain command parameters that can be directly recognized and processed by the Flight Management System (FMS). These messages are called "loadable messages." Currently, industry standards have established a standard safety procedure for pilots to respond to loadable messages, the core of which is the "verify first, confirm later" principle. Specifically, the pilot must first press the "LOAD" button on the control display unit to load the command parameters into the FMS's provisional flight plan; then, the pilot must manually switch to the FMS route page and manually verify the route continuity, performance limitations, and airspace compliance by browsing through each page; after confirming that everything is correct, the pilot returns to the CPDLC interface and presses the "ACCEPT" button to send a confirmation receipt to air traffic control, completing the command loop.

[0004] However, existing technologies have significant shortcomings in implementing this process: (1) The verification process relies on manual labor and lacks effective assistance. The CPDLC interactive interfaces of current mainstream aircraft models (such as the Airbus A330, A380, and Boeing B737) generally do not have conflict location and intuitive prompting functions for individual loadable parameters, such as... Figures 1 to 3 As shown. After loading, pilots must rely entirely on manually browsing multiple FMS pages to identify potential conflicts such as route breaks, invalid waypoints, overperformance turns, or airspace incursions. This process is particularly cumbersome within the industry-specified short response time (such as the 60 seconds required by the PBCS RCP240 standard), increasing workload and decision-making pressure. (2) There is a risk of misoperation in the interactive interface. To follow the operation sequence, the current design only specifies the "LOAD first, then ACCEPT" process through the flight manual, without implementing mandatory constraints at the interactive logic level. Figure 4In the aircraft models shown that incorporate verification functionality (such as the Boeing B787), the system can only provide compliance alerts for the overall message and cannot isolate and display specific violation parameters in the preview interface; furthermore, both the "LOAD" and "ACCEPT" buttons are active after the message arrives. Under time pressure or when situational awareness is diminished, this lack of logical interlocking design can easily lead to pilots accidentally pressing the "ACCEPT" button without verification, resulting in premature confirmation to air traffic control and constituting an operational violation.

[0005] Despite existing technological attempts to improve the situation, the two core problems of manual verification and insufficient guarantee of operational sequence have not been fundamentally solved. Therefore, there is an urgent need for a CPDLC interaction scheme that, while adhering to the principle of "verify first, confirm later," can intelligently assist in verification through technological means and eliminate the risk of misoperation, thereby improving response efficiency and flight safety margin. Summary of the Invention

[0006] This summary is provided to introduce, in a simplified form, some concepts that will be further described in the following detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter.

[0007] One objective of this invention is to provide a data link loading and response method for aircraft. By optimizing the message loading process and interaction logic, it resolves accidental touches during crew operation, optimizes the efficiency of crew flight plan verification, and effectively reduces the crew's operational burden.

[0008] According to one aspect of the present invention, a data link loading and response method for an aircraft is provided, the data link loading and response method comprising: receiving a message containing one or more loadable parameters; in response to receiving the message, loading the one or more loadable parameters into a first flight plan of the aircraft, and performing parameter conflict verification on the one or more loadable parameters based on the modified first flight plan; according to the result of the parameter conflict verification, using different visual identifiers to distinguish and display parameters that have passed the verification and / or parameters that have failed the verification among the one or more loadable parameters, and activating an option related to loading the message; in response to receiving an instruction to load the message, loading the one or more loadable parameters of the message into a second flight plan to update the second flight plan, and activating an option related to accepting the message; and in response to receiving an instruction to accept the message, sending an acknowledgment message for the message.

[0009] In one embodiment of the present invention, parameter conflict verification includes at least one of the following: route continuity conflict verification; airborne system restriction conflict verification; or airspace rule violation verification.

[0010] In one embodiment of the present invention, the route continuity conflict check is used to check at least one of the following: whether there is a segment breakpoint; whether the turning radius exceeds the aircraft's performance or violates airspace restrictions; or whether there are duplicate or invalid waypoints.

[0011] In one embodiment of the present invention, the airborne system limit conflict check is used to check at least one of the following: whether the altitude or speed command exceeds the aircraft's performance envelope; or whether the aircraft has sufficient fuel after the diversion.

[0012] In one embodiment of the present invention, the airspace rule violation check is used to check at least one of the following: whether it intrudes into a restricted area; or whether there is a conflict with the ocean area emergency procedure.

[0013] In one embodiment of the present invention, using different visual identifiers in the display to distinguish and display the parameters that have passed verification and / or the parameters that have failed verification among the one or more loadable parameters further includes: using a first color code to display the parameters that have passed verification among the one or more loadable parameters; and / or using a second color code different from the first color code to display the parameters that have failed verification among the one or more loadable parameters.

[0014] In one embodiment of the present invention, the data link loading and response method further includes: in response to receiving a message, displaying abbreviated content of the message; and upon receiving an open instruction for the message, displaying the complete content of the message, wherein the complete content includes parameters that have passed verification and / or parameters that have failed verification among the one or more loadable parameters, distinguished by different visual identifiers.

[0015] In one embodiment of the present invention, activating the option related to loading the message includes displaying the option related to loading the message, and the data link loading and response method further includes: in response to receiving an instruction related to loading the message, stopping the display of the option related to loading the message, or setting the option related to loading the message to an inactive state.

[0016] In one embodiment of the present invention, activating the option to accept the message includes displaying the option to accept the message, wherein: the display position of the option to accept the message is different from the display position of the option to load the message; or the display position of the option to accept the message is the same as the display position of the option to load the message, and the option to accept the message is displayed after parameter conflict verification has been completed and a safe time threshold has been reached after receiving the instruction to load the message.

[0017] According to another aspect of the present invention, a data link loading and response system for an aircraft is provided, the data link loading and response system comprising: a memory; and at least one processor communicatively coupled to the memory, the at least one processor being configured to perform the data link loading and response method as described in the present invention.

[0018] In one embodiment of the invention, the data link loading and response system receives a message containing one or more loadable parameters from an air traffic control system; and in response to receiving an instruction to accept the message, sends an acknowledgment message to the air traffic control system regarding the message.

[0019] In one embodiment of the present invention, the data link loading and response system further includes a human-computer interaction interface, and the human-computer interaction interface includes: a first message window for displaying abbreviated content of the message; and a second message window for displaying the complete content of the message.

[0020] According to another aspect of the present invention, a non-transient computer-readable storage medium is provided that stores computer-executable instructions, which, when executed by a processor, cause the processor to perform the data link loading and response method of the present invention.

[0021] These and other features and advantages will become apparent from the following detailed description and with reference to the accompanying drawings. It should be understood that the foregoing general description and the following detailed description are illustrative only and do not limit the scope of the claims. Attached Figure Description

[0022] To gain a more detailed understanding of the manner in which the features of the present invention are described above, reference can be made to various embodiments to provide a more specific description of the above-briefly summarized aspects, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings illustrate only certain typical aspects of the invention and should not be considered as limiting its scope, as this description may allow for other equivalent and effective aspects.

[0023] Figure 1 This is an A330 corresponding to a loadable uplink message response interface according to an embodiment of the prior art.

[0024] Figure 2 This is an A380 corresponding to a loadable uplink message response interface according to an embodiment of the prior art.

[0025] Figure 3 This is a B737-based uplink message response interface according to an embodiment of the prior art.

[0026] Figure 4 This is a B787-corresponding loadable uplink message response interface according to an embodiment of the prior art.

[0027] Figure 5 This is a flowchart of a data link loading and response method for an aircraft according to an embodiment of the present invention.

[0028] Figure 6 This is a schematic diagram of a data link loading and response system for an aircraft according to an embodiment of the present invention.

[0029] Figure 7 This is a schematic diagram of a loading response process for a loadable data packet for an aircraft according to an embodiment of the present invention.

[0030] Figure 8 This is an interface diagram of message viewing in a human-computer interaction interface according to an embodiment of the present invention.

[0031] Figure 9 and Figure 10 These are different interface diagrams of the second message window in a human-computer interaction interface according to an embodiment of the present invention.

[0032] Figure 11 and Figure 12 These are different interface diagrams showing button displays in a human-computer interaction interface according to an embodiment of the present invention.

[0033] The accompanying drawings are not drawn to scale. Detailed Implementation

[0034] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0035] In the description of this disclosure, it should be noted that, unless otherwise stated, "a plurality of" means two or more (including two); the terms "upper," "lower," "left," "right," "inner," "outer," etc., indicating orientation or positional relationships are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. "Vertical" is not vertical in the strict sense, but within the allowable tolerance range. "Parallel" is not parallel in the strict sense, but within the allowable tolerance range.

[0036] The directional terms used in the following description refer to the directions shown in the figures and are not intended to limit the specific structure of this disclosure. It should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0037] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0038] In the description of the embodiments of this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0039] Figure 5 A data link loading and response method for an aircraft according to an embodiment of the present invention is shown.

[0040] like Figure 5 As shown, in step 502, a message containing one or more loadable parameters can be received.

[0041] In step 504, in response to receiving the message, the one or more loadable parameters can be loaded into the aircraft's first flight plan, and parameter conflict checks can be performed on the one or more loadable parameters based on the modified first flight plan.

[0042] In one example, the parameter conflict check may include at least one of the following: route continuity conflict check; airborne system restriction conflict check; or airspace rule violation check.

[0043] The route continuity conflict check can be used to check at least one of the following: whether there is a segment breakpoint; whether the turning radius exceeds the aircraft's performance or violates airspace restrictions; or whether there are duplicate or invalid waypoints.

[0044] Airborne system limit conflict verification can be used, for example, to verify at least one of the following: whether the altitude or speed command exceeds the aircraft's performance envelope; or whether the aircraft has sufficient fuel after a diversion.

[0045] Airspace rule violation checks can be used to check at least one of the following: whether a restricted area has been intruded into; or whether there is a conflict with ocean contingency procedures.

[0046] As you can see, the above are only some examples of parameter conflict verification. Depending on the actual operational needs, other dimensions and / or other verification items may also be included.

[0047] In step 506, based on the result of parameter conflict verification, different visual identifiers can be used to distinguish and display the parameters that have passed the verification and / or the parameters that have failed the verification among the one or more loadable parameters, and the option to load the message can be activated.

[0048] In one example, using different visual identifiers on the display to distinguish between the validated parameters and / or the unvalidated parameters among the one or more loadable parameters may further include: using a first color code to display the validated parameters among the one or more loadable parameters; and / or using a second color code different from the first color code to display the unvalidated parameters among the one or more loadable parameters.

[0049] It is understandable. Depending on the actual situation, different graphic symbols, text styles, dynamic effects, and other visual identifiers can be used to distinguish the display, as long as it is easy for the unit to identify.

[0050] In another example, the data link loading and response method may further include: displaying only abbreviated content of the message in response to receiving it; and displaying the full content of the message only upon receiving an open instruction for the message, wherein the full content includes parameters that have passed validation and / or parameters that have failed validation among the one or more loadable parameters, distinguished by different visual identifiers. This design facilitates the crew's ability to scan multiple messages and select a specific message for detailed viewing as needed.

[0051] In step 508, in response to receiving an instruction to load the message, one or more loadable parameters of the message can be loaded into the second flight plan to update the second flight plan, and the option to accept the message can be activated.

[0052] In one example, activating the option to load the message includes displaying the option to load the message, and the data link loading and response method further includes: in response to receiving an instruction to load the message, while displaying the option to accept the message, stopping the display of the option to load the message, or setting the option to load the message to an inactive state.

[0053] In a further example, activating the option to accept the message includes displaying the option to accept the message. Therefore, the display location of the option to accept the message may differ from the display location of the option to load the message. Alternatively, the display location of the option to accept the message may be the same as the display location of the option to load the message, whereby the option to accept the message is displayed only after parameter conflict checking has been completed and a safe time threshold has been reached after receiving the instruction to load the message.

[0054] The above design effectively avoids human error, such as mechanical, continuous clicking. However, depending on the specific circumstances, other designs can be used to prevent similar errors.

[0055] In step 510, in response to receiving an instruction to accept the message, an acknowledgment message for the message may be sent.

[0056] It is clear that, depending on the actual situation, the above examples can be implemented individually or in combination.

[0057] Figure 6 A schematic diagram of a data link loading and response system for an aircraft according to an embodiment of the present invention is shown. The system illustrates a general hardware environment in which the invention can be applied according to exemplary embodiments thereof. The system can be any machine configured to perform processing and / or computation, and can be, but is not limited to, a workstation, server, desktop computer, laptop computer, tablet computer, personal digital assistant (PDA), smartphone, or any combination thereof. The above system can be implemented wholly or at least partially by this device or similar device or system.

[0058] The system may include components that are connected to or communicate with the bus 620. For example, the system may include the bus 620, a processor 605, and one or more memories 610, etc.

[0059] The processor 605 may be any type of processor and may include, but is not limited to, general-purpose processors and / or special-purpose processors (e.g., special processing chips), intelligent hardware devices (e.g., general-purpose processors, DSPs, CPUs, microcontrollers, ASICs, FPGAs, programmable logic devices, discrete gate or transistor logic components, discrete hardware components, or any combination thereof). In some cases, the processor 605 may be configured to use a memory controller to operate the memory array. In other cases, a memory controller (not shown) may be integrated into the processor 605. The processor 605 may be responsible for managing the bus 620 and general processing, including executing software 615 stored on the memory 610. The processor 605 may also be configured to perform various functions described herein related to the data link loading and response methods for aircraft. For example, processor 605 may be configured to: receive a message containing one or more loadable parameters; in response to receiving the message, load the one or more loadable parameters into a first flight plan of the aircraft, and perform parameter conflict checking on the one or more loadable parameters based on the modified first flight plan; according to the result of the parameter conflict checking, use different visual identifiers to distinguish and display the parameters that passed the check and / or the parameters that failed the check among the one or more loadable parameters, and activate the option related to loading the message; in response to receiving an instruction to load the message, load the one or more loadable parameters of the message into a second flight plan to update the second flight plan, and activate the option related to accepting the message; and in response to receiving an instruction to accept the message, send an acknowledgment message for the message.

[0060] Memory 610 can be any storage device capable of storing data. Memory 610 may include, but is not limited to, disk drives, optical storage devices, solid-state storage, floppy disks, hard disks, magnetic tape or any other magnetic media, optical discs or any other optical media, ROM (Read-Only Memory), RAM (Random Access Memory), cache memory and / or any other memory chip or cartridge, and / or any other medium from which a computer can read data, instructions and / or code. Memory 610 may store computer-executable software 615 including computer-readable instructions that, when executed, cause a processor to perform the various functions described herein. Memory 610 may have various data / instructions / code for implementing the various functions described herein related to the design of a datalink loading and response system for an aircraft.

[0061] Software 615 may be stored in memory 610 and includes, but is not limited to, an operating system, one or more applications, drivers, and / or other data and code. Instructions for performing the various functions described herein may be included in one or more applications, and the components of the system may be implemented by processor 605 reading and executing the instructions of one or more applications. In some cases, software 615 may not be directly executable by the processor, but may (e.g., when compiled and executed) enable the computer to perform the various functions described herein related to the datalink loading and response methods for aircraft.

[0062] In one example, the data link loading and response system can receive a message containing one or more loadable parameters from an air traffic control (ATC) system; and in response to receiving an instruction to accept the message, it can send an acknowledgment message to the ATC system regarding the message. That is, the data link loading and response system can be used to communicate with the ATC system.

[0063] In one example, the data link loading and response system may further include a human-machine interface, which may include: a first message window for displaying abbreviated content about the message; and a second message window for displaying the full content about the message.

[0064] It is clear that, depending on the actual situation, the above examples can be implemented individually or in combination.

[0065] It should also be noted that the first flight plan and the second flight plan described in this invention are logical codes and do not directly correspond to the inherent menu names in the flight management system of a specific aircraft type. The specific definitions are as follows: (1) The first flight plan can refer to an inactive computation instance that runs only in the background of the system. This instance is logically independent of the currently executing main flight plan and is automatically initialized by the system when it receives a message, rather than relying on manual creation by the crew. This instance can be used specifically to perform background conflict checking before the crew triggers the loading command. This process calls the trajectory prediction and performance calculation core of the flight management system, but does not generate any flight plan list (such as waypoint text sequences) or visualized trajectory (such as graphical route) for the crew to view. Its calculation results are only mapped to status indicators (such as color codes) in the message preview interface, so that pre-screening can be completed without occupying interactive resources.

[0066] (2) The second flight plan can refer to the environment to be activated, which is used for crew manual interaction and confirmation. This environment is generated after the crew triggers the loading command. Its core function is to parse the message parameters into a structured flight plan sequence (e.g., a list of waypoints in text form presented on the control display unit), so that the crew can manually check the continuity or breakpoints of the route by flipping through the pages. It should be noted that in this environment, the visual trajectory (such as a dashed route) on the navigation display is an optional auxiliary presentation method, not a necessary condition for the existence of this environment. Regardless of whether a graphical trajectory is displayed, this environment must have the interactive capability for the crew to confirm item by item.

[0067] The data link loading and response method and system described above can be used to respond to loadable data messages in controller-pilot data link communication (CPDLC). Specifically, when an aircraft receives an uplink message containing loadable parameters (such as waypoint or altitude layer instructions), the data link loading and response system can automatically preload the parameters in the message into the first flight plan and perform background verification. The verification results are then visually distinguished in real time using different visual identifiers. In a non-limiting embodiment, the visual identifier can be color-coded. Specifically, parameters that pass verification can be assigned a first color (e.g., cyan), while parameters that fail verification can be assigned a second color (e.g., magenta) that is significantly different from the first color, serving as a warning. It can be understood that other colors can also be used for differentiation depending on the actual situation. It should also be noted that the visual identifier can be applied independently and one-to-one to each specific parameter, rather than a single identifier for the entire message.

[0068] To further understand the data link loading and response method and system described above, a specific embodiment will be used for explanation below. However, it should be understood that this embodiment is merely exemplary and not restrictive.

[0069] Figure 7 A schematic diagram of a loading response flow for a loadable data packet for an aircraft according to an embodiment of the present invention is shown.

[0070] In this embodiment, options for loading messages and receiving messages can be implemented using, for example, a button design. However, it will be understood that, depending on the actual situation, touch or other methods can also be used to achieve interaction with the data link loading and response system.

[0071] Specifically, in step 702, a loadable message is received, that is, a message containing one or more loadable parameters is received.

[0072] After receiving an uplink message containing loadable data (or parameters), the uplink message can be displayed, for example, in the Message Log field on the IDU's ATC data link page in the form of abbreviations, that is, in the first message window of the human-machine interface of the data link loading and response system.

[0073] Meanwhile, in step 704, the background of the data link loading and response system will put the received uplink message containing data (or parameters) that can be loaded into the first flight plan for pre-verification, that is, conflict verification based on the first flight plan.

[0074] It should be noted that the conflict verification based on the first flight plan can be performed in real time or refreshed periodically to ensure that the verification results can adapt to the aircraft's current real-time position and status changes, and to prevent the verification results from becoming invalid due to crew delays.

[0075] In step 706, after these data (or parameters) are entered into the first flight plan, verification can be performed for the following situations: (1) Route continuity conflict: such as segment breakpoints, turning radius exceeding aircraft performance or airspace restrictions, duplicate or invalid waypoints.

[0076] (2) Conflicts in airborne system limitations: such as altitude / speed commands exceeding the aircraft performance envelope, or insufficient fuel after diversion.

[0077] (3) Violation of airspace rules: such as intrusion into restricted areas or conflict with emergency procedures in ocean areas (such as typhoon avoidance paths deviating from emergency routes).

[0078] In step 708, it is determined whether the verification result is correct. If correct, proceed to step 710, and display all loadable parameters in the message as the first visual identifier (e.g., cyan); if incorrect, proceed to step 712, and display the loadable parameters in the message that failed verification as the second visual identifier (e.g., magenta), while the loadable parameters that passed verification can be displayed as the first visual identifier.

[0079] At this time, the generator set can click on the corresponding message in the Message Log column. The data link loading and response system responds according to the generator set's operation and displays the complete message content in the Message Preview interface, which is displayed in the second message window of the human-machine interface of the data link loading and response system.

[0080] like Figure 8As shown, the top of the display interface is the Message Log, the first message window, which displays a summary of the message; the bottom is the Message Preview, the second message window, which displays the full content of the message. It should be understood that this window layout is merely exemplary, and other window layouts can be designed according to actual needs.

[0081] Regarding the presentation of the complete message content in the second message window, Message Preview, since the pre-validation of loadable parameters has already been completed, these parameters can be highlighted. For example, loadable parameters that pass validation can be displayed in cyan, while loadable data that fails validation can be displayed in magenta. Figure 9 As shown, "BUB01A" is a parameter that passed the verification and is displayed in cyan (its color difference is not shown). Figure 10 As shown, "AVB8YA" is a parameter that failed validation and is displayed in magenta (its color difference is not shown). This can be understood... Figure 9 and Figure 10 The interface shown is for illustrative purposes only, and the specific content displayed may be adjusted according to actual circumstances.

[0082] It is important to note that when a single uplink message contains multiple loadable parameters (e.g., a single instruction simultaneously combines multiple waypoint changes, specific route offsets, and corresponding altitude / speed limits), the system will verify each parameter independently. This means that in the same message preview window, the crew may see a "mixed-color" display—for example, compliant waypoint parameters are displayed in cyan, while altitude parameters that cannot be executed due to performance limitations are displayed in magenta. This parameter-level fine-grained feedback helps the crew quickly pinpoint the specific instruction that caused the verification failure, thus providing a clear basis for accurately explaining the reasons for the rejection to ground control or negotiating corrective measures, improving air-to-ground coordination efficiency.

[0083] At this point, in step 714, the human-computer interaction interface also displays the LOAD and REJECT buttons, such as... Figure 11 As shown.

[0084] Accordingly, in step 716, the crew can click the corresponding LOAD or REJECT button based on the message content displayed on the human-machine interface.

[0085] If the crew clicks REJECT, the data link loading and response system, upon receiving the REJECT instruction, proceeds to step 718. The LOAD and REJECT buttons on the human-machine interface disappear, the message is refused to be loaded, and a rejection message is sent to the ground.

[0086] If the unit clicks LOAD, the data link loading and response system, upon receiving the instruction corresponding to LOAD, proceeds to step 720. The LOAD button in the human-machine interface may disappear or be deactivated. For example, options related to loading the message (such as the LOAD label) may no longer be displayed, or the corresponding physical button function may be disabled. Instead, an ACCEPT (accept) button is generated, meaning that the button bar displays ACCEPT and REJECT at this time. Figure 12 The LOAD button disappears, and an ACCEPT button icon is generated in its place. Simultaneously, all loadable parameters corresponding to this message are loaded into the second flight plan, and the second flight plan with these loadable parameters loaded is displayed to the crew in the human-machine interface.

[0087] In step 722, the pilots in the crew manually verify the updated second flight plan.

[0088] In step 724, the unit clicks the corresponding ACCEPT and REJECT buttons based on its manual verification results.

[0089] If the crew clicks REJECT, the data link loading and response system, upon receiving the REJECT instruction, proceeds to step 726. The ACCEPT and REJECT buttons on the human-machine interface disappear, the message is refused to be loaded, and a rejection message is sent to the ground.

[0090] If the crew believes that the second flight plan after loading these parameters is acceptable, the crew can click the ACCEPT button. Correspondingly, when the data link loading and response system receives the instruction corresponding to ACCEPT, it proceeds to step 728, and the ACCEPT and REJECT buttons in the human-machine interface disappear. The system accepts the loading message and sends an acceptance message, such as a WILCO downlink message, to the ground to inform the ground that it accepts the modified second flight plan.

[0091] As can be seen, in the loading response process of this loadable data message, after the crew checks the verification status in the message preview interface (MessagePreview), they must first click the LOAD button to officially load the parameters into the modified flight plan. After the LOAD operation, the button dynamically changes: the ACCEPT button is activated and displayed, while the LOAD button disappears or is placed in an inactive state.

[0092] Therefore, the ACCEPT button is only allowed to be selected to send a WILCO response (confirmation of execution command) after the crew has completed the LOAD operation (i.e., the parameters have been loaded into the second flight plan), which can effectively prevent the situation of accepting commands without verification.

[0093] It is understood that the process in this embodiment is merely exemplary, and each step can be adjusted, modified, added, and / or deleted according to actual needs, as long as the reference can be achieved. Figure 5 The aforementioned data link loading and response method for aircraft is sufficient.

[0094] The above describes the data link loading and response method and system for aircraft according to the present invention. It is evident that the improvements of the present invention include at least the following: (1) Real-time verification and conflict alerts for data link commands. Specifically, a parameter-level risk visualization method based on background pre-verification: When the aircraft receives an uplink message containing loadable parameters, the system pre-loads the parameters into the first flight plan in the background, automatically performs parameter conflict verification (including scenarios such as route continuity breakpoints, onboard system performance exceeding limits, and airspace rule violations), and intuitively marks the specific parameters (such as waypoints, altitude values, etc.) that have passed and / or failed the verification in real time through parameter-level color coding feedback (such as cyan, magenta, etc.), so that the crew can quickly identify the source of risk without switching the flight plan page in a single message preview interface.

[0095] (2) Interaction flow design to prevent timing errors. Specifically, this design deeply integrates the two core functions of "load verification" and "accept confirmation". Through the state transition of the human-computer interaction interface, they are solidified into a linear operation flow. The system's interaction logic is designed as a state machine: initially in the "to be verified" state, only the "load" operation is allowed; after loading is completed, the state switches to "to be confirmed", at which time the "load" function is disabled or hidden, and the "accept" function is activated and available. This design, which forcibly specifies the operation sequence through technical means, replaces the traditional soft constraints that rely on flight manuals, fundamentally eliminating the risk of non-compliant responses due to accidental touches or skipping of the process.

[0096] Correspondingly, compared with the prior art, the present invention has at least the following advantages: (1) The pre-verification visualization mechanism in the present invention enables the crew to understand whether the results of route continuity verification (such as segment breakpoints, airspace conflicts, etc.) meet the requirements when opening the message, so that the crew can intuitively see the risk warning without switching the flight plan page in a single interface, reducing the blind spots of manual inspection; (2) The dynamic key conversion design can force the construction of an operation logic closed loop of "load and review first, then respond and confirm", blocking the risk of accidental touch from the root of interaction; (3) The background silent processing architecture places the verification process in the first flight plan for asynchronous execution. When the crew views the message preview interface, the system has completed the parameter compatibility analysis, avoiding interference with the perception of the current flight status.

[0097] The foregoing description includes examples of various aspects of the claimed subject matter. It is certainly impossible to describe every conceivable combination of components or methods for the purpose of depicting the claimed subject matter, but those skilled in the art will recognize that many further combinations and arrangements of the claimed subject matter are possible. Thus, the disclosed subject matter is intended to cover all such changes, modifications, and variations that fall within the spirit and scope of the appended claims.

Claims

1. A data link loading and response method for aircraft, characterized in that, The data link loading and response method includes: Receive messages containing one or more loadable parameters; In response to receiving the message, the one or more loadable parameters are loaded into the first flight plan of the aircraft, and parameter conflict checks are performed on the one or more loadable parameters based on the modified first flight plan; Based on the result of the parameter conflict verification, different visual identifiers are used to distinguish and display the parameters that have passed the verification among the one or more loadable parameters, and / or the parameters that have failed the verification among the one or more loadable parameters, and the option to load the message is activated. In response to receiving an instruction to load the message, the one or more loadable parameters of the message are loaded into the second flight plan to update the second flight plan, and the option to accept the message is activated; and In response to receiving an instruction to accept the message, an acknowledgment message for the message is sent.

2. The data link loading and response method as described in claim 1, characterized in that, The parameter conflict check includes at least one of the following: Route continuity conflict verification; Onboard system conflict verification is limited; or Airspace rule violation verification.

3. The data link loading and response method as described in claim 2, characterized in that, The route continuity conflict check is used to check at least one of the following: Are there any breaks in the flight segment? Does the turning radius exceed the aircraft's performance specifications or violate airspace restrictions? Are there any duplicate or invalid waypoints? 4. The data link loading and response method as described in claim 2, characterized in that, The airborne system constraint conflict check is used to check at least one of the following: Whether the altitude or speed command exceeds the aircraft's performance envelope; or After the flight change, is the aircraft's fuel sufficient? 5. The data link loading and response method as described in claim 2, characterized in that, The airspace rule violation check is used to check at least one of the following: Did it intrude into a restricted area; or Are there any conflicts in the emergency procedures for the ocean region? 6. The data link loading and response method as described in claim 1, characterized in that, Using different visual identifiers on the display to distinguish the parameters that have passed verification from the one or more loadable parameters, and / or the parameters that have failed verification from the one or more loadable parameters, further includes: A first color code is used to display the validated parameters among the one or more loadable parameters; and / or A second color encoding, different from the first color encoding, is used to display the parameters that failed validation among the one or more loadable parameters.

7. The data link loading and response method as described in claim 1, characterized in that, The data link loading and response method further includes: In response to receiving the message, display abbreviated content about the message; and Upon receiving an instruction to open the message, the complete content of the message is displayed, wherein the complete content includes parameters that have passed verification and / or parameters that have failed verification among the one or more loadable parameters, distinguished by different visual identifiers.

8. The data link loading and response method as described in claim 1, characterized in that, Activating options related to loading the message includes displaying options related to loading the message, and the data link loading and response method further includes: In response to receiving an instruction to load the message, stop displaying the options related to loading the message, or set the options related to loading the message to an inactive state.

9. The data link loading and response method as described in claim 8, characterized in that, Activating the options related to accepting the message includes displaying options related to accepting the message, wherein: The display location of the option to accept the message is different from the display location of the option to load the message; or The display position of the option to accept the message is the same as the display position of the option to load the message, and the option to accept the message is displayed after the parameter conflict check has been completed and a safe time threshold has been reached after receiving the instruction to load the message.

10. A data link loading and response system for aircraft, characterized in that, include: Memory; as well as At least one processor communicatively coupled to the memory, the at least one processor being configured to perform the data link loading and response method as described in any one of claims 1-9.

11. The data link loading and response system as described in claim 10, characterized in that, The data link loading and response system receives messages containing one or more loadable parameters from the air traffic control system; and In response to receiving an instruction to accept the message, an acknowledgment message for the message is sent to the air traffic control system.

12. The data link loading and response system as described in claim 10, characterized in that, The data link loading and response system further includes a human-computer interaction interface, and the human-computer interaction interface includes: The first message window is used to display abbreviated content about the message; and The second message window is used to display the complete content of the message.

13. A non-transient computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, cause the processor to perform the data link loading and response method as described in any one of claims 1-9.

Images