Method and system for providing assistance data for at least one passenger-owned device in an aircraft

Abstract

The invention relates to a computer system (100) and a computer-implemented method (300) for providing assistance data for at least one passenger-owned device (200) in an aircraft (10). The method (300) comprises providing (310) real-time data indicative of at least one of an aircraft context and a cabin context of the aircraft (10) via a first data interface (112) within the aircraft. Alternatively or additionally, the method (300) comprises providing (320) static data describing at least one of a cabin characteristic and an in-flight service provision of the aircraft (10) via the first data interface (112) or via a ground-bound second data interface (120). Further, the method (300) comprises processing (330) at least one of the real-time data and the static data by at least one accessibility application (202) running on the at least one passenger-owned device (200) to generate the assistance data.

Description

Technical Field

[0001] This invention relates to a computer-implemented method for providing auxiliary data for at least one passenger-owned device in an aircraft. Furthermore, this invention relates to a corresponding system, computer program, and aircraft. Background Technology

[0002] In the aviation industry, it is common for airlines to provide various forms of assistance to passengers during flight. Known systems typically involve manual announcements made by flight attendants or automated systems that relay information via the aircraft's public address system. Additionally, in-cabin displays can be used to convey such information and / or announcements. These announcements may include updates on flight status, safety instructions, and service offerings such as meal times. Furthermore, visual indicators such as seatbelt signs can convey important safety information to passengers. Despite these measures, information dissemination can sometimes be inefficient or unavailable, especially for passengers with disabilities or specific needs.

[0003] Current methods often rely on generalized announcements or information delivery, which may not be sufficient to address the needs of individual passengers. For example, passengers with hearing impairments may miss auditory announcements, while those with visual impairments may not notice visual cues such as seatbelt signs.

[0004] Furthermore, the timing and frequency of these announcements and / or information delivery can sometimes cause confusion or anxiety among passengers, especially when immediate action is required. Known systems also lack the ability to provide personalized assistance.

[0005] Despite advancements in in-flight communication and passenger assistance, there is still a need for a more efficient and / or more accessible system that can communicate information to passengers, especially those with specific preferences or needs. Summary of the Invention

[0006] The object of this invention is to provide means for more effectively providing information and / or assistance to passengers in aircraft. This object is achieved through the subject matter of the main aspects of the invention. Further embodiments are defined in other aspects of the invention.

[0007] According to a first aspect, a computer-implemented method is provided for providing auxiliary data for at least one passenger-owned device (POD) in an aircraft. The method includes providing real-time data, indicative of at least one of an aircraft situation and a cabin situation, via a first data interface within the aircraft. Alternatively or additionally, the method includes providing static data, describing at least one of cabin characteristics and in-flight service provision, via the first data interface or via a ground-attached second data interface. Furthermore, the method includes processing at least one of the real-time data and static data by an accessibility application running on the at least one POD to generate auxiliary data.

[0008] The proposed method offers several advantageous technical effects. For example, it enables reliable digital support for passengers in the aircraft cabin. In particular, it provides reliable support and / or assistance for disabled passengers in the aircraft cabin. Data provided via a first data interface and / or a second data interface can be directly used by an accessibility application running on at least one passenger-owned device. The first data interface can provide real-time data at least in near real-time, ensuring that the data and / or information carried therein reaches the passenger-owned device in a timely manner. This allows the relevant passenger to stay up-to-date. The provided auxiliary data can help and / or enhance the passenger's awareness of their surroundings. Generally, this method can enhance the passenger's in-flight experience. Furthermore, it can improve the quality of passenger service by providing better assistance. In addition, onboard safety can be increased because safety-related data and / or information can be processed more reliably and quickly by the relevant passenger.

[0009] As used herein, assistive data can be understood as any information and / or data customized according to the needs and / or communication preferences of the respective owner or passenger of the passenger's own device. For example, at least one of the output type, output medium, output format, etc., of assistive data can be customized according to individual needs, communication preferences, display preferences, etc. That is, assistive data can be conveyed using one or more modalities, which can also differ from one another. As an example, assistive data can be customized visually, for example, providing larger text sizes, brighter screens, narration for reading text, etc. Furthermore, as an example, assistive data can be customized auditorily, providing services such as closed captions, mono audio, and real-time call transcription. Additionally, assistive data can be customized in terms of mobility, providing services such as navigation. That is, assistive data can be output and / or presented to the respective passenger via at least one passenger's own device, through at least one visually-related accessibility application, at least one auditory-assisted accessibility application, at least one mobility-assisted accessibility application, etc., wherein other customized means of information reproduction are conceivable. Furthermore, assistive data can include or can be configured to provide notifications and proactive notifications. Such notifications may use at least one passenger-specific (i.e., individual) modality, such as an audio signal or beep, vibration, visual indication, etc. As an example, such a notification could indicate that the next restroom is unoccupied and there is no queue ahead of it; however, this is merely an example and not limited to this document. Ancillary data is not limited to the foregoing examples.

[0010] Therefore, at least one accessible application running on at least one passenger-owned device can be understood as any computer application configured to provide data output in a manner that facilitates the needs, communication preferences, and / or display preferences of the owner of the passenger-owned device and / or the corresponding passenger. Accessible applications are specifically tailored to address a variety of accessibility needs, providing support in areas such as communication, mobility, and sensory perception. This can include at least one of hearing-assisted accessible applications, mobility-assisted accessible applications, etc., wherein other customized means of information reproduction are conceivable. For example, accessible applications can include: screen readers that convert text into speech for visually impaired users; speech recognition software that enables users with mobility impairments to control devices via voice commands, haptic feedback, contrast adjustment, navigation assistance, etc. Other examples include applications that provide real-time captions for audio content, navigation assistance tools for individuals with cognitive impairments, or augmented reality tools that enhance spatial cognition for visually impaired users. At least one accessible application is not limited to the foregoing examples. As an example, at least one accessible application may utilize at least one of the following standards to ensure compatibility with the first and / or second data interfaces: WCAG (Web Content Accessibility Guidelines) and ISO / IEC 24751, which provides an international standard for accessible information and communication technologies. These are merely examples, and other standards are conceivable. At least one accessible application may be configured to use one or more modalities to provide notifications and proactive notifications, and one or more modalities may be configured by the owner of the passenger's own device and / or the corresponding passenger.

[0011] Furthermore, as used herein, the first data interface can be understood as the initial point of contact or communication between at least one passenger-owned device and the aircraft's computer system. This interface can be configured to transmit data from the aircraft to at least one passenger-owned device and vice versa. It can use wireless and / or wired connections. The first data interface can be implemented using various messaging protocols, including but not limited to: MQTT (Message Queuing Telemetry Transport), a lightweight messaging protocol for machine-to-machine (M2M) communication; CoAP (Co-Restricted Application Protocol), a lightweight protocol designed for use in restricted networks and devices, such as those of aircraft; HTTP / JSON, a widely adopted protocol for communication between web clients and servers; and AMQP (Advanced Message Queuing Protocol), a more sophisticated messaging protocol providing features such as message queuing, routing, and filtering. Through the first interface, at least one passenger-owned device can receive aircraft-context-related, cabin-related, and / or flight-related data and / or information from the aircraft's system. Optionally, at least one passenger-owned device can also send user-generated data to the aircraft's system. The choice of protocol can depend on factors such as the specific requirements of the application, the available network bandwidth, and the expected complexity in the implementation.

[0012] For example, in the case of using MQTT, the standard ARINC 853 can be used. ARINC 853 is a standard for real-time data distribution in avionics systems (such as the real-time data distribution used herein). In the context of MQTT, ARINC 853 refers to a set of protocols and standards that define how MQTT messages are transmitted and processed in an aircraft environment. That is, ARINC 853 refers to avionics standards for real-time data distribution within aircraft systems, particularly when it relates to the use of MQTT for message queuing and telemetry transmission. ARINC 853 defines the protocols and mechanisms for transmitting and processing MQTT messages within an aircraft system. This may include, but is not limited to: message structure and format, where ARINC 853 defines specific message structures and formats for transmitting MQTT messages in an aircraft environment; message queuing and routing, where ARINC 853 defines mechanisms for verifying and handling errors in MQTT messages, which is critical in mission-critical avionics environments; and security and privacy, where ARINC 853 addresses security and privacy issues by defining protocols and procedures for secure message transmission and data protection. By utilizing ARINC 853 in an MQTT-based architecture, compatibility with common industry standards for cabin communication is ensured.

[0013] Therefore, real-time data, as used herein, can also be referred to as live data. As used herein, real-time data can refer to the latest information or data available at a specific point in time. For example, real-time data can relate to the aircraft, flight, and / or cabin and its surrounding environment. As an example, real-time data can indicate at least one of the following: flight status (such as the aircraft's current position, altitude, speed, and direction of travel). Furthermore, as an example, real-time data can indicate entertainment data, such as currently played media content in the aircraft, including movies, television programs, or music. Additionally, real-time data can indicate seatbelt status, typically indicated by seatbelt signs in the aircraft's cabin, to indicate whether the seatbelt sign is active or inactive. Furthermore, real-time data can convey passenger announcements, such as any announcements made to passengers by the crew, such as safety instructions or updates regarding flight delays or cancellations, the content of which is not limited herein. Therefore, aircraft situation can refer to flight phase (i.e., the current phase of flight, such as takeoff, cruise, or landing), weather conditions, aircraft position (such as heading), aircraft speed, etc.

[0014] As used herein, static data can be understood as a digital twin of the physical cabin and / or its environment. It can be a stored digital representation of that physical cabin and / or its environment. It can be a model created by capturing and processing data from various sources. Thus, as examples, static data may include at least one of the following: a 2D or 3D representation of cabin walls, ceilings, and floors; digital representations of furniture, cabin amenities (e.g., lavatories), fixtures, signs, buttons (e.g., providing the precise location of the flush button in the lavatory); cabin texture mapping; digital renderings of cabin lights, windows, the orientation of aircraft safety information cards, meal menus, in-flight entertainment, and so on. This is not limited to these examples. Cabin characteristics may refer to one or more of the foregoing examples. In-flight service provision may refer to at least one of meal menus, in-flight entertainment, and other in-flight service provision (e.g., shopping opportunities).

[0015] Furthermore, as used herein, the second interface can be understood as any data interface configured to provide static data. It can be ground-bound. It can be adapted for wireless and / or wired connectivity to at least one passenger-owned device.

[0016] At least one passenger-owned device (POD) can be understood as any electronic device brought onto the aircraft by the passenger, such as a smartphone, tablet, laptop, smartwatch, etc. Such a device can be used for communication, navigation, media consumption, and accessibility purposes during the journey. It may have a communication device connected to at least one of a first data interface and a second data interface.

[0017] According to the implementation, auxiliary data can be generated as at least one of passenger-specific, situation-specific, and seat-specific. This introduces a specific mechanism for generating auxiliary data tailored to an individual passenger, a specific situation, or a specific seat within the aircraft. In this way, auxiliary data enhances the personalization and relevance of information provided to passengers' own devices. By incorporating passenger-specific data, the method can take into account individual preferences, needs, and characteristics, thereby providing more customized assistance and / or experience. Situation-specific data allows the method to adapt to various scenarios that may occur during flight, such as changes in flight status, turbulence, or other dynamic conditions, ensuring that the assistance provided is relevant to the current context. Seat-specific data further refines the assistance by taking into account the unique attributes and location of the passenger's seat (e.g., proximity to exits, restrooms, or service areas) and any seat-specific features or limitations. This level of granularity in data processing ensures that the assistance provided is highly relevant to the passenger and very useful to them, thereby enhancing their overall experience and satisfaction. Therefore, this results in a significant improvement by making the auxiliary data more precise and tailored to the individual circumstances of each passenger, a valuable enhancement compared to the more general data described in this aspect. In other words, this customization enhances the passenger experience by ensuring that the auxiliary data is not generic but tailored to the unique circumstances of each passenger and situation.

[0018] In implementation, at least one of the output type and output format of the assistive data can be adapted to meet the specific needs of the corresponding disabled passenger. Adaptability of the output format ensures that the assistive data is not only available but also useful and beneficial to disabled passengers, thereby enhancing their travel experience and ensuring inclusivity. This provides a significant improvement to the method by prioritizing accessibility and inclusivity, which are crucial in modern transportation services. It reflects a guarantee to adapt to the diverse needs of passengers and ensure that all passengers, regardless of their physical capabilities, can access and utilize the provided assistive data during their flight. Furthermore, this adaptability can involve compliance with established accessibility standards and guidelines, ensuring that the assistive data conforms to recognized accessibility criteria. This can involve the use of specific technologies or software that facilitate the conversion of data into accessible formats, thereby ensuring that the assistive data not only provides useful information but also conforms to accessibility standards. For example, the output type and / or output format can include modalities such as auditory (e.g., speech synthesis, alarms, etc.), tactile (e.g., vibration, haptic feedback, etc.), and visual (e.g., high-contrast text, Braille displays, sign language videos, etc.). This is not limited to these. Furthermore, as examples, this could include structural adaptations such as high-contrast or color-inverted features for low vision, large printed text, Braille, sign language translation, simplified language or punctuation, etc. For low vision and / or blindness, this could provide text-to-speech instructions, such as Braille maps of seating assignments, emergency exits, cabin layouts, and facilities. For deafness and / or hearing impairments, this could include sign language video captions during safety briefings, tactile alarms for emergency lights or evacuation signals, and for mobility impairments, this could include dynamic guidance and / or navigation to accessible restrooms, seats, or exits, real-time updates on wheelchair availability or boarding assistance, etc. For cognitive or neurological disorders, this could include simplified language and step-by-step instructions, and visual cues with icons for complex procedures, such as using the restroom. For hearing impairments, this could include vibration-based alarms for announcements or safety demonstrations, real-time text overlays on cabin displays, etc. Moreover, multimodal adaptation is possible. Customizable settings via passenger-owned devices can enable passengers to dynamically adjust their output preferences. In example scenarios, visually impaired passengers can use their own devices to request Braille maps of the cabin. Hearing-impaired passengers can receive tactile vibrations for passenger announcements and emergency signals. Passengers with epilepsy can receive safety instructions in text format with minimal visual stimulation. This is not the only approach. In this way, assistive data is not only transmitted via at least one passenger-owned device, but is also understandable across preferences and disabilities, thus enhancing safety and independence for all passengers. This approach addresses specific needs, creating an inclusive travel environment where technology adapts to human diversity. Passengers can pre-configure their output types through their device settings.

[0019] According to the implementation, the assistive data may include cabin guidance. By providing cabin guidance, processed information (i.e., current and / or static data) is transformed into actionable guidance for passengers. This guidance can assist passengers in navigating the cabin, locating specific areas (such as seats, lavatories, or emergency exits), and understanding the aircraft layout. For example, cabin guidance may involve directions to specific locations such as seats, lavatories, emergency exits, or service areas. This can be particularly beneficial for passengers with disabilities, elderly passengers, or those unfamiliar with the aircraft layout. Including cabin guidance as part of the assistive data utilizes processed current and / or static data to create a more user-friendly and informative experience for passengers. Depending on the capabilities of the passenger's own devices, the guidance can be visual, auditory, or tactile, thus accommodating various accessibility needs and preferences. Additionally, this feature can improve passenger safety by providing clear directions to emergency exits and other critical areas in emergency situations. The ability to provide real-time cabin guidance based on processed data represents a significant advancement in in-flight passenger assistance technologies. It ensures passengers receive relevant and timely information, which improves their overall travel experience, reduces confusion and stress, and enhances their sense of security and comfort on board. Furthermore, guidance can be adjusted based on current conditions (e.g., blocked aisles, occupied lavatories, changes in passenger seating, etc.). As an example, guidance can be delivered via voice commands, haptic feedback, and visual arrows on the screens of passengers' own devices. This approach reduces reliance on crew assistance by enabling passengers to navigate autonomously. This can be crucial during emergencies where rapid self-orientation is essential. Real-time data updates can inform passengers of unobstructed evacuation routes during emergencies. Additionally, this can reduce the workload of cabin crew by sharing guidance and / or navigation support.

[0020] In this implementation, auxiliary data may include indications of whether cabin facilities are currently occupied or accessible. For example, real-time data can provide real-time or on-the-spot updates on facility status, such as lavatory occupancy, emergency exit availability, crew assistance points, etc. At least one accessibility application can use this data to inform passengers via at least one passenger-owned device. In this way, decision-making is enhanced because passengers can avoid congested areas or find alternative areas when facilities are occupied. This allows passengers to make informed decisions about when to access facilities such as lavatories, emergency exits, or other areas within the aircraft without having to physically check their availability. This real-time information can help reduce wait times and improve overall satisfaction by providing passengers with timely updates on facility availability.

[0021] According to the implementation, auxiliary data may include passenger announcements. Including passenger announcements as part of the auxiliary data means the system can deliver real-time or pre-recorded messages to passengers, enhancing their in-flight experience and safety. This may involve announcements related to flight status, safety instructions, boarding information, or other relevant updates passengers need to know during their journey. By incorporating passenger announcements, it ensures passengers receive timely and relevant information directly on their personal devices, which can be particularly useful for individuals with accessibility needs. The accessibility application's processing of this data ensures that announcements are tailored to each passenger's specific needs, potentially including options for different languages, formats, or levels of detail. This also ensures that critical information can be effectively delivered.

[0022] In this implementation, the auxiliary data may include instructions on whether passengers currently need to take safety precautions. This ensures that passengers are promptly and accurately informed of any necessary actions they need to take, such as fastening their seatbelts, securing loose items, or preparing for turbulence. This real-time communication of safety requirements is facilitated by the processing capabilities of at least one accessibility application, which interprets the real-time data provided via the interface to generate relevant auxiliary data. Including safety precaution instructions not only enhances the usability of passenger-owned devices but also aligns with regulatory and operational standards that prioritize passenger safety. In this way, the responsiveness and relevance of information provided to passengers during flight can be improved.

[0023] According to the implementation, the ancillary data may include descriptions of the location and / or usage of the aircraft's safety features. By combining information about the location and usage of safety features, the method ensures that passengers are better informed of critical safety aspects of the aircraft, which may be crucial in emergency situations. This can be enhanced by leveraging accessible applications running on passengers' own devices to process and present this important safety information in a user-friendly manner, thereby increasing the overall functionality and usefulness of the ancillary data.

[0024] In implementation, auxiliary data may include indications of whether and / or when in-flight meal service is expected. This addition allows passengers to plan their activities and manage their anticipated meal times, which is particularly important for individuals with dietary restrictions or specific health needs requiring timely meals. For passengers with disabilities, this feature can provide a sense of control and predictability, reducing anxiety and enhancing the overall travel experience. The ability to predict meal service can also help passengers coordinate their personal schedules, such as medication appointments or rest periods, thereby promoting a more comfortable and convenient environment.

[0025] According to the implementation, at least one passenger-owned device can also process camera data, providing in-cabin guidance based on the computational model and the camera data, and at least one of real-time and static data can be used to label and / or validate the acquired computational model. By using real-time data reflecting the real-time context of the aircraft or cabin, or static data describing cabin characteristics or in-flight service availability, the system can effectively calibrate the computational model to be consistent with actual conditions and available services in the aircraft. Labeling and validation processes improve the accuracy of the model, ensuring that the guidance provided is relevant and accurate. This implementation provides a mechanism for communication between the passenger-owned device and the data interface, leveraging both camera data and the provided data to enrich the passenger experience. This can provide an advanced level of interaction and personalization, as the passenger-owned device can adapt its guidance based on real-time and static information validated through the computational model. This capability not only enhances the passenger's ability to navigate and utilize services within the aircraft but also enhances the overall user experience by providing customized assistance based on the specific context and characteristics of the flight.

[0026] The second aspect relates to the use of a passenger-owned device in an aircraft for providing auxiliary data to passengers, wherein the passenger-owned device is configured to receive real-time data indicating at least one of an aircraft situation and a cabin situation of the aircraft via a first data interface within the aircraft, and / or receive static data describing at least one of cabin characteristics and in-flight service provision of the aircraft via the first data interface or via a ground-attached second data interface, and at least one of the real-time data and static data is processed by an accessibility application running on at least one passenger-owned device to generate auxiliary data.

[0027] For implementation methods, variations, advantages, etc., refer to the first aspect. Advantages of this use may include providing passengers, particularly those with disabilities, with reliable real-time and static information about the aircraft and cabin environment, enhancing their in-flight experience, improving safety, and reducing the workload of the crew.

[0028] According to a third aspect, a computer system is provided for providing auxiliary data for at least one passenger-owned device in an aircraft. The system includes at least one software-implemented platform within the aircraft. The system also includes at least one of the following: a first data interface within the aircraft, coupled to the software-implemented platform and configured to provide real-time data indicating at least one of an aircraft situation and a cabin situation; and a ground-attached second data interface configured to provide static data describing at least one of cabin characteristics and in-flight service provisioning. Furthermore, the system includes at least one passenger-owned device configured to connect to the first data interface to receive real-time data and / or connect to the second data interface to receive static data, and an accessibility application running on the at least one passenger-owned device processes at least one of the real-time data and static data to generate auxiliary data.

[0029] For details regarding implementation methods, variations, advantages, etc., refer to the first and / or second aspects. The advantages of this system may include providing passengers, particularly those with disabilities, with reliable real-time and static information about the aircraft and cabin environment, enhancing their in-flight experience, improving safety, and reducing the workload of the crew.

[0030] For example, at least one software-implemented platform can be implemented as a centralized computer (such as a server) or as part of a centralized computer. Typically, a software-implemented platform can be understood as a software component hosted on hardware (e.g., server hardware) configured to execute instructions and process data within a computer system.

[0031] According to the implementation, the first data interface can be based on the Message Queuing Telemetry Transport (MQTT) protocol. This protocol is designed for lightweight, efficient communication, especially in environments with limited network bandwidth and device resources. By utilizing MQTT, the computer system can ensure the reliable and timely transmission of real-time data indicative of aircraft and cabin situations to passenger-owned devices. MQTT operates on a publish-subscribe model, which enables asynchronous communication and decouples data producers (publishers) from data consumers (subscribers). This model is particularly advantageous in aircraft environments where multiple passenger-owned devices may need to receive updates simultaneously without overwhelming the network. Including MQTT as a communication protocol enhances the system's ability to effectively manage data flows, ensuring that accessibility applications generated on passenger-owned devices are based on the latest and most relevant available information. Furthermore, MQTT's lightweight nature minimizes the processing load on the platform or corresponding hardware hosting the software implementation within the aircraft, thereby optimizing the overall system performance. This feature brings significant improvements in scalability and efficiency, enabling the system to accommodate a large number of passenger-owned devices without compromising service quality. Furthermore, MQTT's inherent support for Quality of Service (QoS) levels ensures that data transmission can be tailored to meet specific reliability requirements, which is crucial for maintaining the integrity of the ancillary data provided to passengers. The adoption of MQTT also facilitates easier integration with other systems and devices that support the protocol, thereby enhancing the interoperability of computer systems within the broader ecosystem of cabin management systems and in-flight services. Overall, the introduction of MQTT as the primary data interface communication protocol significantly enhances the robustness, efficiency, and scalability of computer systems, ensuring that passengers receive timely and accurate ancillary data throughout the flight.

[0032] The fourth aspect provides an aircraft that includes the computer system of the second aspect.

[0033] For details regarding implementation methods, variations, advantages, etc., refer to the first, second, and / or third aspects. The advantages of this aircraft may include providing passengers, especially those with disabilities, with reliable real-time and static information about the aircraft and cabin environment, enhancing their in-flight experience, improving safety, and reducing the workload of the crew.

[0034] The fifth aspect provides a computer program that includes instructions for causing a computer system of the third aspect to perform the method of the first aspect.

[0035] On the other hand, a computer-readable storage medium is provided, which includes instructions for causing a computer system of the third aspect to perform the method of the first aspect.

[0036] Of course, the foregoing aspects, implementations, variations, and examples can be combined without explicit description. Therefore, each variation and example described is considered optional for each of the aspects, implementations, variations, and examples, or even combinations thereof. Thus, this disclosure is not limited to the various implementations and variations in the order described or specific combinations of the aspects and variations. Attached Figure Description

[0037] The invention will now be explained in more detail with reference to the embodiments shown in the schematic diagrams:

[0038] Figure 1 A block diagram illustrates a computer system for providing auxiliary data for at least one passenger-owned device, according to an embodiment.

[0039] Figure 2 A block diagram illustrates a computer system for providing auxiliary data for at least one passenger-owned device, according to an embodiment.

[0040] Figure 3 An aircraft with a computer system according to an embodiment is shown.

[0041] Figure 4 A flowchart illustrates a method for providing auxiliary data for at least one passenger-owned device according to an embodiment.

[0042] In the accompanying drawings, unless otherwise specified, the same, functionally identical, and identical elements, features, and parts are indicated by the same reference numerals in each case. Detailed Implementation

[0043] Figure 1 A block diagram is shown for use with aircraft 10 (see...) Figure 3 The computer system 100 is at least partially integrated into the aircraft 10, such as... Figure 1 The dashed box in the diagram represents the system boundary or extent of the aircraft 10. The computer system 100 is used to provide auxiliary data for at least one passenger-owned device (POD) 200 in the aircraft 10.

[0044] Computer system 100 includes at least one software-implemented platform 110 within an aircraft. For example, at least one software-implemented platform 110 may be implemented as a centralized computer or hardware, or as part of a centralized computer or hardware, such as a server. Generally, software-implemented platform 110 can be understood as hardware configured to execute instructions and process data within computer system 100, such as server hardware.

[0045] Furthermore, the computer system 100 includes a first data interface 112 within the aircraft, which is coupled to a software-implemented platform 110 and configured to provide real-time data indicating at least one of the aircraft's aircraft situation and cabin situation. Alternatively or additionally, the computer system 100 includes a ground-attached second data interface 120, which is configured to provide and process static data describing at least one of the aircraft's cabin characteristics and in-flight service provisioning. Figure 1 In the diagram, the real-time data stream is indicated by an arrow starting from the first data interface 112. Furthermore, in... Figure 1 In the diagram, the static data stream is indicated by an arrow starting from the second data interface 120. The first data interface 112 and / or the second data interface 120 can be configured to provide wireless and / or wired connectivity. For example, the first data interface 110 can be understood as the initial point of contact or communication between at least one POD 200 and the aircraft's computer system. This interface can be configured to transmit data from the aircraft 10 to at least one POD 200 and vice versa. It can use wireless and / or wired connectivity. The first data interface 112 can be implemented using various message sending and receiving protocols, including but not limited to: MQTT (Message Queuing Telemetry Transport), a lightweight message sending and receiving protocol for machine-to-machine (M2M) communication; CoAP (Confined Application Protocol), a lightweight protocol designed for use in confined networks and devices, such as those used by aircraft; HTTP / JSON, a widely adopted protocol for communication between web clients and servers; and AMQP (Advanced Message Queuing Protocol), a more sophisticated message sending and receiving protocol that provides features such as message queuing, routing, and filtering.

[0046] Furthermore, as an example, real-time data can also be referred to as live data or situational data. Therefore, real-time data can refer to the latest information or data available at a specific point in time. For example, real-time data can relate to the aircraft, flight, and / or cabin and its surrounding environment. For example, real-time data can indicate at least one of the following: flight status (such as the aircraft's current position, altitude, speed, and direction of travel). Furthermore, as an example, real-time data can indicate entertainment data, such as currently played media content in the aircraft, including movies, television programs, or music. Additionally, real-time data can indicate seatbelt status, typically indicated by seatbelt signs in the aircraft's cabin, to indicate whether the seatbelt sign is active or inactive. Furthermore, real-time data can convey passenger announcements, such as any announcements made by the crew to passengers, such as safety instructions or updates regarding flight delays or cancellations, the content of which is not limited herein. Therefore, aircraft situation can refer to flight phase (i.e., the current phase of flight, such as takeoff, cruise, or landing), weather conditions, aircraft position (such as heading), aircraft speed, etc.

[0047] Furthermore, as an example, static data can be understood as a digital twin of the physical cabin and / or its environment. It can be a stored digital representation of that physical cabin and / or its environment. It can be a model created by capturing and processing data from various sources. Therefore, as an example, static data can include at least one of the following: a 2D or 3D representation of cabin walls, ceilings, and floors; digital representations of furniture, cabin amenities (e.g., lavatories), fixtures, signs, buttons (e.g., providing the precise location of the flush button in the lavatory); cabin texture mapping; digital renderings of cabin lights, windows, the orientation of aircraft safety information cards, meal menus, in-flight entertainment, etc. This is not limited to these examples. Cabin characteristics can refer to one or more of the foregoing examples. In-flight service provision can refer to at least one of meal menus, in-flight entertainment, and other in-flight service provision (e.g., shopping opportunities).

[0048] Furthermore, the computer system 100 includes at least one POD 200 or is at least coupled to at least one POD 200. A POD 200 can be understood as any electronic device brought on board by the passenger, such as a smartphone, tablet, laptop, smartwatch, etc. Such a device can be used for communication, navigation, media consumption, and accessibility purposes during travel. It may have a communication device, for example, that connects to a communication and / or data interface via a wireless or wired connection. At least one POD 200 is configured to run at least one accessibility application 202.

[0049] At least one POD 200 is configured to connect to a first data interface 112 to receive real-time data and / or connect to a second data interface 120 to receive static data. Furthermore, at least one POD 200 is configured to process at least one of the real-time data and static data through at least one accessibility application 202 running on at least one POD 200 to generate auxiliary data. For example, the auxiliary data can be any information and / or data tailored to the needs and / or communication preferences of the corresponding owner or passenger of the POD 200. As an example, at least one of the output type, output medium, output format, etc., of the auxiliary data can be customized according to individual needs, communication preferences, display preferences, etc. For example, the auxiliary data can be customized visually, such as providing a larger screen, a brighter screen, narration for reading text, etc. Furthermore, as an example, the auxiliary data can be customized auditorily, providing, for example, closed captions, mono audio, and real-time call transcription, etc. Additionally, the auxiliary data can be customized in terms of mobility, providing navigation, etc. That is, assistive data can be output and / or presented to the relevant passenger via at least one POD200, at least one vision-related accessibility application, at least one hearing-assisted accessibility application, at least one mobility-assisted accessibility application, etc., wherein other customized information reproduction methods are conceivable. Assistive data is not limited to the examples mentioned above.

[0050] Therefore, at least one accessibility application 202 running on at least one POD 200 can be any computer application configured to provide data output in a manner that aids the needs, communication preferences, and / or display preferences of the owner and / or corresponding passengers of the POD 200. Accessibility applications are specifically tailored to address a variety of accessibility needs, providing support in areas such as communication, mobility, and sensory perception. This can include at least one of hearing-assisted accessibility applications, mobility-assisted accessibility applications, etc., wherein other customized means of information reproduction are conceivable. For example, accessibility applications can include: screen readers that convert text to speech for visually impaired users; speech recognition software that enables users with mobility impairments to control the device via voice commands, haptic feedback, contrast adjustment, navigation assistance, etc. Other examples include applications that provide real-time captions for audio content, navigation assistance tools for individuals with cognitive impairments, or augmented reality tools that enhance spatial cognition for visually impaired users. At least one accessibility application 202 is not limited to the foregoing examples. As an example, at least one accessibility application 202 may utilize at least one of the following standards to ensure compatibility with the first data interface and / or the second data interface: WCAG (Web Content Accessibility Guidelines) and ISO / IEC 24751, which provides an international standard for accessible information and communication technologies. These are merely examples, and other standards are conceivable.

[0051] In at least some embodiments, the auxiliary data can be generated as at least one of passenger-specific, situation-specific, and seat-specific. Furthermore, at least one of the output type and output format of the auxiliary data can be adapted to meet the specific needs of the corresponding disabled passenger. Furthermore, in at least some embodiments, the auxiliary data can include cabin guidance. Furthermore, the auxiliary data can include indications of whether cabin facilities are currently occupied or accessible. Furthermore, in at least some embodiments, the auxiliary data can include passenger announcements. Furthermore, the auxiliary data can include indications of whether passengers currently need to take safety precautions. Furthermore, in at least some embodiments, the auxiliary data can include descriptions of the location and / or usage of safety features of the aircraft 10. Furthermore, the auxiliary data can include indications of whether and / or when in-flight dining service is expected. Furthermore, in at least some embodiments, at least one POD 200 can also process camera device data, provide in-cabin guidance based on a computational model and camera device data, and at least one of real-time data and static data is used to tag and / or verify the acquired computational model.

[0052] Figure 2 A more specific implementation of the computer system 100 is illustrated in a block diagram.

[0053] according to Figure 2 At the heart of system 100 is server hardware, which may include a software-implemented platform 110 and a passenger application host platform, which may also be referred to as an open software platform (OSP). This platform hosts various applications, including other OSP applications such as the in-flight entertainment system (IFE) and the onboard data manager (ODM). The ODM is responsible for managing data flow within aircraft 10 and interfaces with a first data interface 112 to provide real-time data indicating aircraft and / or cabin situations.

[0054] As described above, the first data interface 112 is configured to enable communication between the server hardware and at least one POD 200. It facilitates the transmission of real-time data. This first data interface 112 is hosted on a software-implemented platform 110 running on the server hardware.

[0055] Adjacent to the server hardware may be the Aircraft Data Interface / Agent (ADI / ADP), which serves as a conduit for avionics data. This interface ensures that the server hardware can access relevant aircraft data, enabling comprehensive data processing and integration into system applications.

[0056] according to Figure 2System 110 may also include an Internet gateway that connects to an application-specific backend. This gateway facilitates access to external data sources and services, enhancing System 100's ability to deliver static data describing cabin characteristics and in-flight service provisioning.

[0057] As described above, at least one POD 200 may be equipped with at least one accessibility application 202, and additionally with an operating system and optionally an airline application. At least one POD 200 may connect to a first data interface 112 to receive real-time data, and may also connect to a second data interface 120 to receive static data. At least one accessibility application 202 may process at least one of the current data and static data to generate assistive data tailored to the needs of passengers, including those with disabilities.

[0058] Figure 3 The aforementioned aircraft 10 is shown. This aircraft includes the computer system 100 described above in one or more of the embodiments described above.

[0059] Figure 4 A flowchart illustrates a computer-implemented method 300 for providing auxiliary data for at least one POD 200 in aircraft 10. This method can be implemented using the aforementioned computer system 100.

[0060] Method 300 includes providing 310 real-time data indicating at least one of the aircraft situation and cabin situation of the aircraft 10 via a first data interface 112 within the aircraft. Alternatively or additionally, method 300 includes providing 320 static data describing at least one of the cabin characteristics and in-flight service provisioning of the aircraft 10 via the first data interface 112 or via a ground-attached second data interface 120. Furthermore, method 300 includes processing 330 at least one of the real-time data and static data by at least one accessibility application 202 running on at least one POD 200 to generate auxiliary data.

[0061] The method can be modified according to any of the embodiments described herein with reference to computer system 100.

[0062] Of course, the foregoing aspects, implementations, variations, and examples can be combined without explicit description. Therefore, each variation and example described is considered optional for each of the aspects, implementations, variations, and examples, or even combinations thereof. Thus, this disclosure is not limited to the various implementations and variations in the order described or specific combinations of the aspects and variations.

[0063] List of reference numerals 10 Aircraft 100 Computer Systems 110 Software Implementation Platform 112 First Data Interface 120 Second Data Interface 200 Passenger-Owned Equipment (POD) 202 Accessibility Applications 300 methods 3x0 Method Steps

Claims

1. A computer-implemented method (300) for providing auxiliary data for at least one passenger-owned device (200) in an aircraft (10), the method (300) comprising: Provide (310) real-time data indicating at least one of the aircraft situation and cabin situation of the aircraft (10) via a first data interface (112) within the aircraft; and / or Static data describing at least one of the cabin characteristics and in-flight service provision of the aircraft (10) are provided (320) via the first data interface (112) or via the ground-attached second data interface (120); and The at least one of the real-time data and the static data is processed (330) by at least one accessibility application (202) running on the at least one passenger-owned device (200) to generate the auxiliary data.

2. The method (300) according to claim 1, wherein, The auxiliary data is generated as at least one of passenger-specific, situation-specific, and seat-specific.

3. The method (300) according to claim 1 or 2, wherein, At least one of the output type and output format of the auxiliary data is adapted to meet the specific needs of the corresponding disabled passenger.

4. The method (300) according to any one of the preceding claims, wherein, The auxiliary data includes guidance through the cabin.

5. The method (300) according to any one of the preceding claims, wherein, The auxiliary data includes indications of whether cabin facilities are currently occupied or accessible.

6. The method (300) according to any one of the preceding claims, wherein, The auxiliary data includes passenger announcements.

7. The method (300) according to any one of the preceding claims, wherein, The auxiliary data includes indications of whether passengers currently need to take safety precautions.

8. The method (300) according to any one of the preceding claims, wherein, The auxiliary data includes the location and / or usage description of the safety features of the aircraft (10).

9. The method (300) according to any one of the preceding claims, wherein, The auxiliary data includes indications of whether and / or when in-flight dining service is expected to be provided.

10. The method (300) according to any one of the preceding claims, wherein, The at least one passenger-owned device (200) also processes camera device data, provides in-cabin guidance based on the computational model and the camera device data, and at least one of the real-time data and the static data is used to label and / or verify the acquired computational model.

11. Use of a passenger-owned device (200) in an aircraft (10) for providing auxiliary data to passengers, wherein, The passenger-owned device (200) is configured to receive current data indicating at least one of the aircraft situation and cabin situation of the aircraft (10) via a first data interface (112) within the aircraft, and / or receive static data describing at least one of the cabin characteristics and in-flight service provision of the aircraft (10) via the first data interface (112) or via a ground-attached second data interface (120), and at least one of the current data and the static data is processed by at least one accessibility application (202) running on the at least one passenger-owned device (200) to generate the auxiliary data.

12. A computer system (100) for providing auxiliary data for at least one passenger-owned device (200) in an aircraft (10), comprising: At least one software-implemented platform within an aircraft (110). A first data interface (112) within the aircraft, coupled to the software-implemented platform (110) and configured to provide real-time data indicative of at least one of the aircraft context and cabin context of the aircraft (10); and / or A ground-attached second data interface (120), configured to provide and process static data describing at least one of the cabin characteristics and in-flight service provision of the aircraft (10); as well as At least one passenger-owned device (200) is configured to connect to the first data interface (112) to receive the real-time data and / or connect to the second data interface (120) to receive the static data, and at least one of the real-time data and the static data is processed by at least one accessibility application (202) running on the at least one passenger-owned device (200) to generate the auxiliary data.

13. The computer system (100) according to claim 12, wherein, The first data interface (112) is based on the Message Queue Telemetry Transmission (MQTT) protocol.

14. An aircraft (10) comprising a computer system (100) according to any one of claims 12 and 13.

15. A computer program comprising instructions that cause a computer system (100) according to any one of claims 12 and 13 to perform the method (300) according to any one of claims 1 to 10.

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