Method for remotely controlling the flight of an aircraft and associated communication module

Abstract

Method for remotely controlling the flight of an aircraft (A) following a first flight plan, the aircraft comprising a communication module (CM) connected to an aircraft flight control (FC) system, the communication module being adapted to allow communication between a ground control station (GCS) and the aircraft, the method comprising the following steps: determining, in the ground control station (GCS), an inability of the aircraft's pilot(s) with the communication module (CM), receiving a first coded signal (S1) with a predetermined code transmitted by the ground control station (GCS), then decoding the first signal with the predetermined code previously stored in the communication module, after decoding the first signal (S1), sending, with the communication module, a command (CMD) to the flight control system triggering the aircraft to follow a second flight plan (PV2). Figure for the abstract: Fig. 1

Description

Title of the invention: Method for remotely controlling the flight of an aircraft and associated communication module technical field

[0001] The present invention relates to the field of avionics and more particularly to avionics for commercial aviation, and to the field of communications with air traffic control or ATC (for Air Traffic Control in English). Previous technique

[0002] In commercial aviation, or more generally in any avionics platform operated with a single pilot (hereafter referred to as "single-pilot"), a major risk is that of incapacitation of the operating pilot. "Incapacitation" here refers to a state in which the pilot is no longer able to continue the mission. This state may be due to a physical failure of the pilot (for example, loss of consciousness) or inappropriate pilot behavior.

[0003] Currently, the problem of pilot incapacitation is not addressed in the field of commercial aviation because it relies on a crew of two pilots on the vast majority of airplane or helicopter platforms.

[0004] The development of avionics solutions enabling the aircraft to be diverted from its initial flight plan and which are compatible with "single pilot" operations requires the ability to automatically manage the pilot incapacitation situation, for example by continuing or diverting the mission automatically, without the pilot's involvement, to a landing point and stopping the platform and engines.

[0005] For general aviation, on certain aircraft and avionics solutions, there are emergency functions which can always be activated manually on board the aircraft in order to automatically divert the mission.

[0006] However, the activation of these emergency functions from the aircraft could in some cases fail for the same reasons that led to the pilot's incapacitation. For example, this failure could be due to a common external cause: depressurization, explosion, or mechanical shock damaging the incapacitation detection systems (manual and automatic).

[0007] Alternatively, this failure could be due to inconsistent or inappropriate behavior by the pilot, jeopardizing the continuation of the mission under acceptable safety conditions.

[0008] In both cases, it would then not be possible or realistic to wait for the activation of emergency functions aimed at diverting the aircraft from its initial flight plan.

[0009] It is therefore necessary to develop a solution enabling the activation of an emergency function aimed at diverting the aircraft from its initial flight plan, overcoming the aforementioned problems of the prior art.

[0010] To this end, an object of the invention is a method (and an associated communication module) for remotely controlling the flight of an aircraft, comprising a communication module connected to the aircraft's flight control system. In the method of the invention, the communication module enables coded communication with a ground communication station. Decoding, with the communication module, a first signal emitted by the ground communication station after the latter has detected pilot incapacitation generates the transmission of a command to the flight control system. This command then triggers a number of automatic functions, including the aircraft's engagement with and adherence to a second flight plan. Thus, the solution makes it possible to remotely trigger the diversion of the aircraft from its initial flight plan, as well as all associated systems and means, in a secure manner via the communication module. Summary of the invention

[0011] To this end, an object of the invention is a method for remotely controlling the flight of an aircraft following a first flight plan, the aircraft comprising a communication module connected to an aircraft flight management system, the communication module being adapted to allow communication between a ground communication station and the aircraft, the method comprising the following steps: A. determining, in the ground communication station, an incapacitation of the aircraft pilot(s) B. Using the communication module, receive a first signal encoded with a predetermined code and transmitted by the terrestrial communication station, then decode the first signal with the predetermined code previously stored in the communication module. C. After decoding the first signal, send, with the communication module, a command to the flight management center triggering the aircraft to follow a second flight plan.

[0012] According to one embodiment, the second flight plan includes the aircraft landing at an airport different from the landing airport of the first flight plan. Preferably, the determination of the second airport in step C is carried out using location data provided by a location sensor connected to the flight management system and / or data including airport selection criteria and the appropriate aircraft handling mode relative to the selected second airport.

[0013] According to one embodiment, the flight management center is configured so that the pilot(s) cannot modify any flight parameter of the aircraft during step C.

[0014] According to one embodiment, the method of the invention comprises a subsequent step D consisting of: - to determine, at the ground communication station, that the pilot(s) of the aircraft are not incapacitated - receive, with the communication module, a second signal encoded with the predetermined code and transmitted by the terrestrial communication station, then decode the second signal with the predetermined code previously stored in the communication module, - after decoding the second signal, send, with the communication module, an additional command to the flight management center consisting of giving the pilot(s) the ability to modify a flight parameter of the aircraft again.

[0015] According to one embodiment, the first signal is received by the communication module via an exclusive communication channel between the aircraft and the ground communication station, the exclusive communication channel being secured by the predetermined code.

[0016] According to one embodiment, the first signal is received by the communication module via a clear communication channel common to a plurality of other aircraft to communicate with the ground communication station, the first signal being a voice message including the predetermined code, the decoding of the first signal then being carried out by the voice recognition of the predetermined code included in the first signal.

[0017] According to one embodiment, the method of the invention includes an intermediate step BC between step B and step C consisting of preparing and then displaying the second flight plan on an aircraft screen visible to the pilot(s), step C being implemented after step BC only after a predetermined delay.

[0018] According to one embodiment, the aircraft comprises a single pilot.

[0019] According to one embodiment, the determination of the disability is carried out from of at least one piece of information chosen from the following list: an aircraft heading, an aircraft altitude, an aircraft speed, overflight of a prohibited area by the aircraft, a loss of communication between the communication station and the aircraft, or an inability to establish communication.

[0020] According to one embodiment, the determination of incapacity is carried out from at least one piece of information transmitted by the aircraft and representative of vital parameters of the pilot(s).

[0021] Another object of the invention is a communication module embedded in an aircraft, the communication module being connected to a flight management center of the aircraft and being adapted to allow communication between a ground communication station and the aircraft, and being adapted to implement the following steps when the aircraft follows a first flight plan: A. Receive a first signal encoded with a predetermined code and transmitted by the terrestrial communication station, then decode the first signal with the predetermined code previously stored in the communication module B. After decoding the first signal, send, with the communication module, a command to the aircraft's flight management center triggering the aircraft to follow a second flight plan.

[0022] According to one embodiment, the communication module is a SELCAL type module or a DATALINK type module.

[0023] According to one embodiment, the communication module is adapted to transmit, to the ground communication station, at least one piece of information representative of an incapacity of the pilot(s) of the aircraft.

[0024] According to one embodiment, only before takeoff of the aircraft, the communication module is configurable so as not to implement step B after step A. Brief description of the drawings

[0025] Other features, details and advantages of the invention will become apparent from the description given with reference to the accompanying drawings provided by way of example, which represent, respectively:

[0026] [Fig. 1] a schematic illustration of the method of the invention for remotely controlling the flight of an aircraft,

[0027] [Fig.2] a schematic illustration of the communication module according to the invention, installed in the aircraft, and particularly adapted to implement the method of the invention

[0028] [Fig. 3] a schematic illustration of an embodiment M2 in which the incapacity determination step is performed using at least one piece of information transmitted by the aircraft and representative of vital parameters of the pilot(s)

[0029] [Fig.4], a schematic illustration of a method of the invention according to a variant of embodiment MP allowing the pilot to regain control of the aircraft under certain conditions,

[0030] [Fig.5], a schematic illustration of a particular embodiment of the method of the invention.

[0031] In the figures, unless otherwise indicated, the elements are not to scale and identical references designate identical elements. Description of the implementation methods

[0032] Fig. 1 schematically illustrates the method of the invention for remotely controlling the flight of an aircraft A in a secure manner.

[0033] Fig. 2 schematically illustrates the MC communication module according to the invention, carried in aircraft A, and particularly adapted to implement the method of the invention.

[0034] The MC communication module is connected to a CV flight management unit of aircraft A. This MC communication module is adapted to allow communication between a ground communication station SCT and aircraft A via a CL channel

[0035] By “communication,” we mean the exchange of a signal transmitted from the SCT station to aircraft A and its interpretation in the form of a voice message, and / or a light message, and / or graphic data by the aircraft pilot(s). It should be noted that, according to the invention, it is not strictly necessary for the MC module to be adapted to allow two-way communication between the aircraft and the SCT station, although some embodiments do allow such two-way communication (see in particular [Fig. 3]).

[0036] The SCT ground communication station is for example an air traffic control (ATC) station or a ground station associated with the airline responsible for the flight of the aircraft.

[0037] In the invention, this channel Cl is preferably a UHF, VHF or HF channel. According to different embodiments, the MC module can be a SELCAL module (for Selective Calling), a DATALINK module or a VHF voice communication module (see below).

[0038] In the following description, it is assumed first of all that aircraft A is in flight and following a first predetermined flight plan which has been previously filed and validated by the competent authorities.

[0039] The method of the invention first includes a step A consisting of determining, in the SCT ground communication station, an incapacity of the pilot(s) of the aircraft.

[0040] According to an embodiment M1, the determination of incapacity is carried out directly by the ground communication station SCT by collecting data related to the aircraft's flight or to communication or lack thereof with the aircraft. For example, this determination is carried out based on at least one "flight parameter" type of information chosen from the following list: an aircraft heading, an aircraft altitude, an aircraft speed, overflight of a prohibited area by the aircraft, or entry into a controlled or regulated area without authorization. authorization, an emergency transponder code transmission by the pilot, a loss of communication (oral or digital link) between the communication station and the aircraft, an inability to establish communication, and a comparison of this information with the initial flight plan.

[0041] Thus, either automatically or through observation by a user of the SCT station, the SCT station identifies an anomaly in one or more flight parameters of the aircraft compared to the initially planned flight plan and concludes, according to a pre-established protocol, that the pilot(s) are incapacitated. This protocol is established before the aircraft takes off and is approved for the operation of the aircraft.

[0042] Preferably, in embodiment M1, the determination of step A is carried out using a plurality of information on the aircraft's flight parameters observed or measured over a predetermined time interval. Distributing the information acquisition over time allows for a more certain determination of pilot or pilot incapacitation. For example, the duration of the time interval is between a few tens of seconds and a few minutes (but remains less than 5 minutes).

[0043] Figure 3 illustrates an embodiment M2, which can be combined with embodiment M1, in which the incapacity determination step is performed based on at least one piece of information Inf transmitted by the aircraft and representative of vital signs of the pilot(s). Preferably, as illustrated in Figure 3, the MC module is itself configured to transmit this information. More specifically, the information is representative of a physical impairment of the pilot(s). By way of non-limiting example, these vital signs are chosen from a list including: heart rate, oxygen saturation, retinal analysis, body posture observation, pressure level on the controls or seats, lack of reaction to an event, prolonged lack of reaction, and detection of a lack of brain activity.

[0044] Preferably, in embodiment M2, the determination of step A is performed using a plurality of information Inf transmitted by the aircraft over a predetermined time interval. Distributing the information acquisition over time allows for a more certain determination of pilot incapacity. For example, the duration of the time interval is between 1 and 5 minutes.

[0045] After step A, the method of the invention includes a step B consisting of receiving, with the communication module MC, a first coded signal S1 with a predetermined code CP and transmitted by the terrestrial communication station SCT. Furthermore, in step B, the MC module is configured to decode the first signal S1 with the predetermined code CP.

[0046] The predetermined CP code is stored by the MC module and in the SCT station prior to the takeoff of aircraft A, for example, when the first flight plan is filed. The nature of this CP code depends on the type of MC module used.

[0047] Thus, according to a first embodiment, the MC module is a SELCAL module. A SELCAL module is a selective calling system that allows a radio operator or an ATC controller at the SCT station to notify the crew of aircraft A when they wish to communicate with the aircraft. When the operator or controller wishes to communicate with the aircraft but the crew is not monitoring the frequency (i.e., the crew is unable to respond to a simple voice call from the operator or controller), they select the CP code (SELCAL code) of the MC module, which can be found in the officially filed flight plan, and transmit it on the frequency monitored by the MC module. All aircraft monitoring the frequency receive the broadcast SELCAL alert, but only aircraft A programmed with the selected CP code then broadcasts a visual and / or audible alert in the cockpit.

[0048] Alternatively, according to a second embodiment, the MC module is a DATALINK module. Indeed, if the aircraft is already equipped with a DataLink communication capability with Air Traffic Control, the crew can be alerted natively using the functional elements implemented to establish this air-to-ground DataLink communication chain, without necessarily resorting to a specific MC module of the SELCAL type. Depending on the DataLink solutions deployed, an incoming signal (ground to air) could be used to replace the SELCAL alert.

[0049] According to the first and second embodiments of the invention, the first signal SI is received by the communication module MC via a communication channel Cl (specific in the first embodiment) between the aircraft and the ground communication station SCT. In these embodiments, the channel Cl is secured via the predetermined code CP.

[0050] Alternatively, according to a third embodiment, the first SI signal is received by the MC communication module via a clear communication channel Cl, common to a plurality of other aircraft for communicating with the SCT ground communication station. For example, this channel is a VHF channel for voice communication. In this third embodiment, the predetermined code is then a specific, predetermined voice message, and the first SI signal is a voice message comprising the predetermined code CP. Furthermore, the MC module includes a processor adapted to perform speech recognition of the messages exchanged on the Cl channel, so that, in step B, the decoding of the first SI signal is then carried out by speech recognition of the predetermined code CP contained in the first SL signal.

[0051] Following step B, the method of the invention includes a step C consisting of sending, via the MC communication module, a CMD command to the CV flight management system, triggering the aircraft to engage and follow a second flight plan PV2. Step C thus triggers the activation of an emergency diversion function. This emergency function is activated remotely by the SCT station via the transmission of the first SI message.

[0052] Preferably, the second flight plan PV2 consists of diverting the aircraft to land at an airport, referred to as the second airport, different from the landing airport of the first flight plan, referred to as the first airport. In one embodiment, the second airport is the most suitable airport to accommodate the aircraft, that is, an airport allowing landing under sufficiently safe conditions: accessibility (terrain, weather), runway length and strength, medical treatment in case of incapacitation, etc. In another embodiment, the second airport is the most suitable airport for the aircraft during the implementation of step C.

[0053] According to one embodiment, the determination of the second airport in step C is performed using location data provided by a location sensor connected to the flight management system and / or data including airport selection criteria and the appropriate aircraft driving mode for the second selected airport. For example, this location sensor is a GNSS (Geolocation and Navigation Satellite System) receiver, a GPS receiver, a VOR (VHF Omnidirectional Range) sensor, or a DME (Distance Measuring Element) sensor. For example, the airport selection criteria include the aforementioned safety conditions.

[0054] The method of the invention has the advantage of allowing the activation of a remote emergency divert function by a simple modification of a pre-existing MC communication module included in the aircraft. Indeed, implementing the method of the invention requires only connecting the MC communication module to the CV flight management system in order to allow the aircraft to divert after the decoding of the first SI message by the MC module.

[0055] Critically, this rerouting is only possible by decoding a message encoded with the predetermined CP code, this code being shared between the SCT station and the aircraft prior to takeoff. Thus, the emergency function can only be activated remotely by an authorized entity possessing the CP code (the SCT station). The remote activation of the emergency function of the invention is therefore secure.

[0056] According to one embodiment, aircraft A has only one pilot. Indeed, the need to remotely divert the aircraft due to pilot incapacitation is significantly reduced when aircraft A has several pilots compared to the case where there is only one pilot. pilot is present. For example, it is unlikely that both pilots would simultaneously suffer a physical failure (unless it is caused by a common cause).

[0057] Preferably, the communication module is configurable so as not to implement step B after step A. The module is programmed so that this configuration is only achievable before the aircraft takes off, depending on the first flight plan and / or the number of pilots on board. This embodiment allows for conventional use of the communication module MC. By "conventional use," it is understood here that the exchange of the first SI signal between the SCT station and aircraft A does not cause the aircraft to divert to the second flight plan. This embodiment is particularly advantageous when the aircraft may alternately have one or two pilots.In the case where the aircraft has two pilots and according to the first flight plan, it may be decided that the implementation of the remote emergency diversion function is less relevant and that it is more advantageous to use the MC communication module for a message exchange function.

[0058] For the sake of clarity, the embodiments will be described hereafter with reference only to the case where a single pilot is present in the aircraft. However, it is understood that these embodiments also apply to the case where the aircraft is piloted by two or more pilots.

[0059] According to an embodiment denoted MP, the flight management center CV is configured so that the pilot cannot modify any flight parameter of the aircraft during step C. This embodiment specifically prevents the pilot from voluntarily overriding the CMD command when inconsistent or inappropriate pilot behavior has been detected by the SCT station.

[0060] Figure 4 schematically illustrates a variant of embodiment MP that allows the pilot to regain control of the aircraft under certain conditions. The method in Figure 4 includes a subsequent step D, which itself comprises several substeps.

[0061] In a first substep, the SCT ground communication station determines that the aircraft pilot is not incapacitated. This first determination substep is implemented according to one of the various implementations described for step A of the method of the invention. For example, the first substep is carried out based on at least one piece of information indicating a return to normal of one or more flight parameters of the aircraft compared to the initially planned flight plan, and / or a re-establishment of oral communication between the communication station and the aircraft, and / or at least one Inf information transmitted by the aircraft and representative of a return to normal of certain vital parameters of the pilot.

[0062] Step D comprises a second substep implemented by the MC communication module consisting of: - receive a second S2 signal coded with the predetermined CP code and transmitted by the SCT terrestrial communication station, then - decode the second signal using the predetermined code previously stored in the communication module,

[0063] This second sub-step is implemented according to one of the different implementations described for step B of the method of the invention.

[0064] Finally, step D includes a third sub-step consisting of sending, with the MC module, an additional CMD' command to the flight management center consisting of giving the pilot the ability to modify a flight parameter of the aircraft again.

[0065] The method in the embodiment of [Fig. 4] makes it possible to avoid a complete and permanent diversion of the aircraft when a recovery of certain vital pilot parameters and / or flight parameters has been identified. Thus, following step D, the pilot has the ability to resume following the first flight plan (initial flight plan) which was temporarily interrupted in step C.

[0066] Figure 5 schematically illustrates a particular embodiment of the method of the invention. In the embodiment of Figure 5, the method includes an intermediate step BC between steps B and C, consisting of preparing and then displaying the second flight plan on an aircraft screen visible to the pilot. In this embodiment, step C is implemented after step BC only after a predetermined delay. This predetermined delay is typically from a few seconds to a few minutes, but necessarily less than 5 minutes.

[0067] The embodiment of [Fig. 5] allows the pilot to restore the flight parameter(s) that were considered abnormal in step A before the imminent implementation of the emergency diversion function. This is particularly useful when the pilot was unaware of the abnormal flight parameter(s) of the aircraft, for example, due to a failure of one or more flight instruments. If the pilot restores the flight parameter(s) to normal with respect to the initial flight plan, then the SCT station operator has the option of not implementing step C or implementing step D of [Fig. 4], as appropriate, in order to restore the pilot's ability to control aircraft A.

[0068] Preferably, during step BC, a visual and / or audible alert perceptible to the aircraft pilot is / are activated to warn of the imminent implementation of the emergency diversion function. These alerts give the pilot(s) the opportunity to contact the SCT station and to cancel or not the diversion procedure. By For example, by seeing or hearing these alerts, the pilot will be able to restore the altitude or heading relative to the values ​​initially planned in the first flight plan or will be able to re-establish voice communication with the SCT station if necessary.

[0069] Finally, another object of the invention is an aircraft as illustrated in [Fig.2] or [Fig.3], comprising the CV flight management unit connected to the MC module.

Claims

Demands

1. A method for remotely controlling the flight of an aircraft (A) following a first flight plan, the aircraft comprising a communication module (CM) connected to an aircraft flight management (FM) center, the communication module being adapted to allow the exchange of a signal transmitted from a ground communication station (GCT) to the aircraft and its interpretation in the form of a voice message, and / or a light message and / or graphic data, the method comprising the following steps: A. determining, in the ground communication station (GCT), an incapacity of the aircraft's pilot(s); B. with the communication module (CM), receiving a first coded signal (S) with a predetermined code (PC) transmitted by the ground communication station (GCT), and then decoding the first signal with the predetermined code previously stored in the communication module; C.after decoding the first signal (SI), send, with the communication module, a command (CMD) to the flight management center triggering the aircraft to follow a second flight plan (PV2).

2. Method according to claim 1, wherein the second flight plan includes landing the aircraft at a second airport different from a landing airport of the first flight plan.

3. Method according to the preceding claim, wherein a determination of the second airport in step C is carried out from location data provided by a location sensor connected to the flight management center and / or data including airport selection criteria and appropriate aircraft driving mode with respect to the second selected airport.

4. A method according to any one of the preceding claims, wherein the flight management center is configured so that the pilot(s) cannot change any flight parameter of the aircraft during step C.

5. Method according to the preceding claim, comprising a subsequent step D consisting of: - determine, in the ground communication station (SCT), a non-incapacitation of the aircraft pilot(s) - receive, with the communication module (MC), a second signal (S2) coded with the predetermined code and emitted by the ground communication station (SCT), then decode the second signal with the predetermined code previously stored in the communication module, - after decoding the second signal (S2), send, with the communication module, an additional command (CMD') to the flight management center consisting of giving the pilot(s) the ability to modify a flight parameter of the aircraft again.

6. A method according to any one of the preceding claims, wherein the first signal is received by the communication module (CM) via an exclusive communication channel between the aircraft and the ground communication station, the exclusive communication channel being secured by the predetermined code.

7. A method according to any one of claims 1 to 5, wherein the first signal is received by the communication module (MC) via a clear communication channel (Cl) common to a plurality of other aircraft to communicate with the ground communication station (SCT), the first signal being a voice message comprising the predetermined code, the decoding of the first signal then being carried out by voice recognition of the predetermined code included in the first signal.

8. A method according to any one of the preceding claims, comprising an intermediate step BC between step B and step C consisting of preparing and then displaying the second flight plan on an aircraft screen visible to the pilot(s), step C being implemented after step BC only after a predetermined delay.

9. A method according to any one of the preceding claims, wherein the aircraft comprises a single pilot.

10. A method according to any one of the preceding claims, wherein said determination of incapacity is made from at least one piece of information selected from the following list: an aircraft heading, an aircraft altitude, an aircraft speed, overflight of a prohibited area by the aircraft, a loss of communication between the communication station and the aircraft, or an inability to establish communication.

11. Method according to any one of the preceding claims, wherein said determination of incapacity is carried out from at least one piece of information (Inf) transmitted by the aircraft and representative of vital parameters of the pilot(s).

12. Communication module (CM) onboard an aircraft (A), said communication module (CM) being connected to a flight management center (VC) of the aircraft and being adapted to allow the exchange of a signal emitted from a ground communication station (GCT) to the aircraft and its interpretation in the form of a voice message, and / or a light message and / or graphic data by the pilot(s) of the aircraft, and being adapted to implement the following steps when the aircraft is following a first flight plan: A. receive a first signal (S) encoded with a predetermined code (PC) and emitted by the ground communication station (GCT), and then decode the first signal with the predetermined code previously stored in the communication module B.after decoding the first signal (SI), send, with the communication module, a command (CMD) to the aircraft's flight management center triggering the aircraft to follow a second flight plan (PV2).

13. Module according to the preceding claim, wherein the communication module is a SELCAL type module or a DATALINK type module.

14. Module according to any one of claims 12 to 13, wherein the communication module (MC) is adapted to transmit, to the ground communication station (SCT), at least one piece of information (Inf) representative of an incapacity of the aircraft pilot(s).

15. Module according to any one of claims 12 to 14, wherein the communication module is configurable not to implement step B after step A in flight, the communication module being programmed so that this configuration of the The communication module can only be implemented before the aircraft takes off.

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