Electronic unit for a tactile cueing device

Abstract

The present invention relates to an electronic unit (1) (EU) for a tactile cueing device for a transport vehicle. The tactile cueing device extends the senses for an operator of the transport vehicle. The EU comprises a first channel (307A, 407A). The first channel (307A, 407A) is configured to monitor communication to determine a control mode of the first channel (307A, 407A). The control mode comprises a return active mode, where the return active mode provides control characteristics for limited extended sensing capabilities to an operator of the transport vehicle, and an active mode, where the active mode provides control characteristics for full extended sensing capabilities to an operator of the transport vehicle.

Description

Technical Field

[0001] The present invention relates to the continuous provision of extended sensations to an operator, and more particularly, but not limited to, an electronic unit for a tactile cueing device for a transportation vehicle, a tactile cueing device system, a transportation vehicle, and a method for providing extended sensations.

Background Art

[0002] Many aircraft have a mechanical linkage mechanism (e.g., rods, cables, gearing, bell cranks) between the control inceptor and the flight control surfaces. In aircraft of any size or performance, the control forces required at the inceptor can be greater than what a pilot can comfortably apply. Thus, such aircraft have servo assistance, generally a hydraulic ram or motor. Incorporating such servo assistance removes much of the "feel" of control from the pilot, and thus, a sense of illusion must be provided by mechanical devices such as springs and dampers that resist movement from the "hand-off" position at the center of the inceptor. The system can be retrofitted to such aircraft to provide an extended sensation to the operator without the need to modify the entire aircraft control system or relying solely on mechanical devices. The system is installed in parallel with the mechanical linkage mechanism connected to the control elements of the aircraft and the control means of the aircraft. The system relies on a series of command messages received from the flight control computer (FCC) of the aircraft to provide an extended sensation. In the event of a failure in all FCC communications, the system stops providing the extended sensation, disengages from the mechanical linkage mechanism, and enters a passive mode.

Summary of the Invention

[0003] The present invention is defined by the features of the appended claims.

[0004] According to one aspect of the present invention, an electronic unit (EU) for a tactile cueing device for a transportation vehicle is provided. The tactile cueing device extends the senses for an operator of the transportation vehicle. The EU comprises a first channel. The first channel is configured to monitor communications to determine a control mode of the first channel. The control mode comprises a reversionary active mode, where the reversionary active mode provides control characteristics for a limited extended sensory ability to an operator of the transportation vehicle, and an active mode, where the active mode provides control characteristics for a full extended sensory ability to an operator of the transportation vehicle.

[0005] In this way, to the transportation vehicle, to a certain extent, an extended sense for the operator is always provided. In the reversionary active mode, the control senses remain relatively similar to the mode (i.e., the active mode). In the reversionary active mode, the transportation vehicle can return for repair and can resume the active mode during operation when there is no longer a fault in the received signal message. In the active mode, the normal operation mode is provided by providing real-time adjustment of the senses to the operator. During the operation (e.g., flight) of the transportation vehicle, when the transportation vehicle management system fails and recovers from the failure, the EU enables the transportation vehicle management system to provide a control signal for resuming an optimized extended sense to the operator.

[0006] Preferably, the first channel is configured to monitor communications by receiving a signal message, where the signal message comprises a transportation vehicle control command, and monitoring the signal message to detect a fault in the signal message. When a fault in the signal message is detected, the control mode is set to the reversionary active mode.

[0007] Preferably, a signal message failure is detected in the occurrence of at least one of intermittently receiving a signal message, not receiving a signal message, not receiving a signal message at an expected speed, receiving a damaged signal message, and receiving a signal message without an expected integrity.

[0008] If there is a problem with the transport vehicle management system and such a system can no longer send control signals, the EU ensures that the operator still receives an extended sense of control of the transport vehicle. If the integrity of the signal message does not meet the integrity criteria, the EU does not use the signal message. In this way, a safety-critical system can continuously maintain the integrity of the system. If the transport vehicle management system does not send a satisfactory message, the tactile cueing device system enters the return active mode to continuously provide an extended sense.

[0009] Preferably, the signal message is transmitted from a transport vehicle management system.

[0010] Preferably, the first channel is further configured to monitor the communication to determine the availability of other signal messages, and if other signal messages are not available, set the control mode to the return active mode.

[0011] Preferably, the first channel is further configured to monitor the communication to determine the availability of other signal messages, and if other signal messages are available, the first channel is further configured to receive other signal messages and monitor other signal messages to detect failures in other signal messages. If a failure in other signal messages is detected, set the control mode to the return active mode, and if no failure in other signal messages is detected, set the control mode to the active mode.

[0012] Preferably, other signal messages are transmitted from a second transportation management system.

[0013] In this way, the tactile cueing device system ensures that in the event of a failure of the transportation management system, the tactile cueing device system obtains the necessary control signals from another transportation management system on the transportation vehicle. This ensures that there are on-board safety measures so that the probability of a complete failure of transportation vehicle control is reduced while continuously providing extended senses.

[0014] Preferably, the first channel is configured to determine a second control mode of the other channels. When the second control mode of the other channels is the active mode, relinquish control to maintain the active mode for the transportation vehicle. When the second control mode of the other channels is the return active mode, activate the return active mode.

[0015] Preferably, the other channels are configured to monitor communication to determine the second control mode of the other channels by receiving signal messages and monitoring the signal messages to detect faults in the signal messages.

[0016] Preferably, the first channel and the other channels are separated.

[0017] In this way, the tactile cueing device system ensures that more than one channel is provided. The function of the first channel can be provided by the other channels provided, reducing the probability of a complete failure of transportation vehicle control while continuously providing extended senses.

[0018] Preferably, the control characteristics comprise default settings for each of the control axes of the transportation vehicle.

[0019] In this way, a certain level of enhanced sensation is continuously provided to the operator.

[0020] Preferably, the control characteristics are stored in the EU.

[0021] In this way, the tactile cueing device system ensures that the operator receives a continuous enhanced sensation despite a failure in the vehicle management system. This guarantees the safety of the vehicle and the operator.

[0022] Preferably, the vehicle comprises an airplane or a helicopter.

[0023] Preferably, the EU provides a warning on the control panel of the vehicle that notifies of the detection of a failure in the vehicle management system.

[0024] In this way, the operator is made aware of any failure in the vehicle's system. The operator can anticipate the type of support and enhanced sensation provided to the operator.

[0025] According to one aspect of the invention, a computer-implemented method for an electronic unit (EU) for a tactile cueing device for a vehicle is provided. The method comprises monitoring communication to determine a control mode for a first channel. The control mode comprises a return active mode, where the return active mode provides control characteristics for a limited enhanced sensation ability to an operator of the vehicle, and an active mode, where the active mode provides control characteristics for a full enhanced sensation ability to an operator of the vehicle.

[0026] Preferably, monitoring the communication further comprises receiving a signal message, where the signal message comprises a vehicle control command, and monitoring the signal message to detect a fault in the signal message. If a fault in the signal message is detected, the control mode is set to the return active mode.

[0027] Preferably, a signal message failure is detected in the occurrence of at least one of intermittently receiving a signal message, not receiving a signal message, not receiving a signal message at an expected speed, receiving a damaged signal message, and receiving a signal message without an expected integrity.

[0028] Preferably, monitoring the communication further comprises determining the availability of other signal messages. If other signal messages are available, receive the other signal messages, monitor the other signal messages to detect a failure in the other signal messages, and if a failure in the other signal messages is detected, set the control mode to the return active mode, and if no failure in the other signal messages is detected, set the control mode to the active mode.

[0029] Preferably, the method comprises determining a second control mode of another channel, and if the second control mode of the other channel is the active mode, abandon control to maintain the active mode for the transport vehicle, and if the second control mode of the other channel is the return active mode, activate the return active mode.

[0030] Preferably, monitoring the communication to determine the second control mode of another channel comprises receiving a signal message and monitoring the signal message to detect a failure in the signal message.

[0031] Preferably, the first channel and the other channel are separated.

[0032] Preferably, the control characteristics comprise default settings for each of the control axes of the transport vehicle. Preferably, the control characteristics are stored in the EU.

[0033] Preferably, the method comprises providing a warning on the control panel of the vehicle to notify a failure of the vehicle management system.

[0034] According to one aspect of the present invention, a tactile cueing device system is provided, the system comprising at least one electronic unit (EU) as described in the preceding paragraph, and one or more actuators configured to control the force applied to the shaft of the vehicle's steering device, and one or more sensors for detecting the force applied to the steering device. The EU is configured to control the actuator for the continuous operation of the vehicle with an extended sense for the operator based on the sensed data from the one or more sensors.

[0035] According to one aspect of the present invention, a vehicle is provided that comprises one or more electronic units (EUs) as described in the preceding paragraph and / or a tactile cueing device system as described in the preceding paragraph.

[0036] Next, the present invention will be described merely by way of example with reference to the drawings.

Brief Description of the Drawings

[0037]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

[0038] The present invention relates to a tactile cueing device for a transportation vehicle. Tactile cueing is the generation of an artificial "sensation" in the operator's control device of a transportation vehicle that would otherwise not exist or would be reduced due to the presence of power assist between the control device and the transportation vehicle management system or other controlled elements it operates. For example, the artificial sensation is used in an assistless flight control system where the aerodynamic load on the flight control surface does not by itself generate sufficient tactile feedback to the pilot (e.g., in very lightweight helicopters and fixed-wing aircraft), and other aircraft mechanical controls that may require tactile feedback (e.g., twist grip engine throttle control in a helicopter). The use of a tactile cueing device to provide an alternative to such mechanical devices for the pilots of such sophisticated aircraft can upgrade the aircraft without the expense of retrofitting a full fly-by-wire system.

[0039] The present invention provides continuous enhanced sensation to the operator so that when a failure occurs in the entire transportation vehicle management system, the transportation vehicle does not lose all enhanced sensations (e.g., by entering a passive mode). The operator is continuously provided with enhanced sensation without any commands from the transportation vehicle management system. The passive mode refers to the disengagement of the tactile cueing device, as a result of which the enhanced sensation is no longer applied to the control device. If the tactile cueing device includes a clutch between itself and the control surface of the transportation vehicle, the disengagement may include the clutch being disengaged.

[0040] In this specification, an aircraft system is used to illustrate an example of the present invention. However, the present invention can be applied to any type of transportation vehicle having a safety-critical transportation vehicle management system, such as, but not limited to, aircraft, marine vessels, etc. In the example described, the transportation vehicle refers to an aircraft, and the transportation vehicle management system refers to a flight control computer (FCC). In the following detailed description, reference is made to the accompanying drawings, which form a part of this specification and illustrate specific configurations or examples. Referring now to the drawings, like numbers represent like elements throughout several views. When describing the common features of elements, the numbers are used even if the elements are represented with an alphabet at the end of the number. For example, electronic units 1A and 1B are collectively referred to as electronic unit 1 in the specification.

[0041] FIG. 1 illustrates an example of a tactile cueing device. FIG. 1 illustrates a tactile cueing device connected to a flight control device of an aircraft. The tactile cueing device includes at least one electronic unit (EU) 1, one or more sensors 3, 8, and one or more actuators 5. The one or more actuators 5 are configured to control the force applied to the shafts of the flight control devices 110, 120 of the transportation vehicle (i.e., the aircraft). The one or more sensors 3, 8 include a force sensor 3 and a position sensor 8. The force sensor is configured to detect the force applied to the flight control devices 110, 120. The position sensor 8 is configured to detect the position of the flight control devices 110, 120 with respect to each axis. The position sensor 8 is located upstream of the control mechanism of the transportation vehicle as compared with the force sensor 3. The force sensor 3 is located in proximity to its respective actuator 5. The one or more sensors 3, 8 detect the force to be applied, the force being applied, and the position requirement. The tactile cueing device drives the operation in response to the detected force and the position of the mechanism of the flight control device. The EU 1 is configured to control the actuator 5 for the continuous operation of the transportation vehicle with enhanced sensation to the operator. The mechanical linkage mechanism of the aircraft is directly connected to the aerodynamic control surfaces of the aircraft (in the case of a mechanical aircraft control system) or through a fly-by-wire control system. The mechanical linkage mechanism includes the flight control devices.

[0042] FIG. 1 illustrates two different types of flight control devices used on an aircraft, namely, a collective / thrust flight control device 110 and a cyclic flight control device 120. These flight control devices are connected to the mechanical control elements 112, 122 of the aircraft.

[0043] The collective / thrust control device 110 communicates with the transport management systems (i.e., flight control computers (FCCs)) 100A, 100B via the EU 1A of the tactile cueing device. The collective / thrust control device 110 is connected to the control surface. The control surface is connected to the force sensor 3A and the position sensor 8A. The force sensor 3A is arranged between the control surface and the actuator 5A of the EU 1A. The sensor 3A measures the forces applied to and received by the collective / thrust control device 110 in various control axes. The position sensor 8A detects the position of the mechanical control element. The EU 1A is adapted for the collective control of the aircraft. The EU 1A is configured to communicate with the first FCC 100A and the second FCC 100B and transmit signals indicating collective control (e.g., thrust) to the actuator 3A. The FCCs 100A and 100B use a digital bus to communicate with the EU 1A. The actuator 3A provides an enhanced sensation, for example, but not limited to, by providing tactile cues, removing friction, and creating resistance.

[0044] The cyclic control device 120 communicates with the transport management systems (i.e., flight control computers (FCCs)) 100A, 100B via the EU 1B of the tactile cueing device. The cyclic control device 120 is connected to the control surface 122. The control surface 122 is connected to the force sensor 3B and the position sensor 8B. The force sensor 3B is disposed between the control surface 122 and the actuator 5B of the EU 1B. Each of the sensors 3B measures the forces applied to and received by the cyclic control device 120 along various control axes. Each of the position sensors 8B detects the position of the mechanical control element. The EU 1B is adapted for cyclic control of the aircraft. The EU 1B communicates with the first FCC 100A and the second FCC 100B and is configured to transmit signals with pitch and roll force control to the actuator 3B. The FCCs 100A and 100B use a digital bus to communicate with the EU 1B. The actuator 3B provides enhanced sensations, for example, but not limited to, providing tactile cues, removing friction, and creating resistance. Each of the FCCs can be powered by 28V DC. LinkEdge (trademark) is an example of a system configured to communicate with a flight control system and provide an extended sense to an operator.

[0045] Figure 2 illustrates an example of a system for an aircraft equipped with a tactile cueing device according to the present invention. This figure shows the communication links between different systems and their components. Figure 2 is an example of data communication performed in the system described in Figure 1 with additional FCCs. Each of the FCCs 200A - C communicates with an individual channel 207A - D of the system. The system includes two EUs. Each EU includes two channels. Each of the channels 207A - D has a pair of functions, namely, command and monitoring. The actuators 205A - D couple the EUs of the system's tactile cueing device to the mechanical control parts of the aircraft. The operation of the EUs will be described with reference to Figures 3 - 5. In the figure,

[0046]

Number

[0047] refers to a force transducer,

[0048]

Number

[0049] refers to a motor position resolver,

[0050]

Number

[0051] refers to a double-wound three-phase motor,

[0052]

Number

[0053] refers to a temperature transducer. FCC 200A~C communicate with each other via a digital interface.

[0054] Figure 3 illustrates an example of an EU for a tactile cueing device for a transportation vehicle according to the present invention. Figure 3 shows an EU configured to communicate with a single transportation vehicle management system 300. EU 301 is configured to provide a continuous augmented sense to an operator. The tactile cueing device is configured to augment the senses of an operator of a transportation vehicle (i.e., an aircraft), i.e., a pilot. The tactile cueing device is configured to provide a continuous augmented sense to the operator. EU 301A includes a first channel 307A. The channels of the EU are also referred to as computing elements. The computing elements are configured to provide a command function, a monitoring function, a receiving function, and a transmitting function. The purpose of the channels 307 of EU 301 is to generate commands to its actuators 5 based on the sensed actuator forces from the respective force sensors 3 and / or the sensed position information from the position sensors 8. The first channel 307A is configured to monitor the communication of the transportation vehicle's system to determine the control mode of the first channel. The transportation vehicle's system includes a transportation vehicle management system such as the FCC. The control modes include a revert active mode, where the revert active mode provides control characteristics for limited augmented sense capabilities to the operator of the transportation vehicle, and an active mode, where the active mode provides control characteristics for full augmented sense capabilities to the operator of the transportation vehicle. The first channel 307A is configured to receive signal messages. The signal messages are from the transportation vehicle management system 300. The transportation vehicle management system 300 is a safety-critical system. The signal messages include transportation vehicle control commands. The transportation vehicle control commands include information regarding, for example, cyclic pitch, cyclic roll, collective / thrust, and yaw control. The first channel 307A is configured to monitor the signal messages. The first channel 307A monitors to detect whether there is a fault associated with the signal messages.

[0055] When the first channel 307A does not detect a fault in the signal message, the first channel 307A is set to provide the active mode. If the first channel 307A is already in the active mode, the first channel 307A maintains its control mode in the active mode. The first channel 307A maintains control, and the EU 301A is configured to operate the actuator 5 via the first channel 307A and continue the active mode. If the first channel 307A is in the return active mode, the first channel 307A sets its control mode to the active mode. The first channel 307A controls the tactile cueing device only when none of the other channels have set their control modes to the active mode and they have not relinquished their control. The active mode is the normal operating mode in which the tactile cueing device provides a complete dynamic sense to the operator. For example, a pilot controls an aircraft with tactile feedback from an FCC signal via the tactile cueing device. The tactile cueing device is configured to provide tactile cues, remove friction, and improve the movement of the control device that may be caused by aircraft limitations. If the transportation management system 300 does not stop sending signal messages continuously at the expected speed, it is possible to maintain the active mode. The expected speed is based on the type of transportation and its structure. The sensations received by the operator related to control axes 1 to 4 are enhanced so that the operator can control the control device in an efficient and effective manner. In one example, axis 1 may be related to the collective / thrust axis. Axis 2 may be redundant. Axis 3 may be related to pitch (longitudinal). Axis 4 may be related to roll (lateral).

[0056] If a fault in the signal message is detected, the first channel 307A sets its control mode to the return active mode. The return active mode provides control characteristics for limited enhanced sensing capabilities to the operator of the transport vehicle. The return active mode differs from the active mode in that it does not provide dynamic adjustment and does not feedback based on real-time control from the operator. The control characteristics provided by the return active mode have default settings for each of the control axes of the transport vehicle.

[0057] The control characteristics include information regarding the inertia of the transport vehicle, damping control, gradient control, etc. The default settings are stored in the EU 301. The default settings are based on the type of the transport vehicle. For example, an airplane and a helicopter have different default settings. Alternatively or additionally, the default settings are based on the type of the control device. For example, the cyclic control device 120 and the collective / thrust control device 110 have different default settings.

[0058] The fault can occur when the transport vehicle management system 300 malfunctions or is damaged. The EU 301 detects the fault by monitoring the transmissions from the transport vehicle management system 300.

[0059] The first channel 307A is configured to detect a fault in the signal message when the signal message is received intermittently. The first channel 307A is configured to detect a fault in the signal message when the signal message is not received at the expected speed. The first channel 307A is configured to detect a fault in the signal message when the signal message is not received. Generally, the signal message is continuously transmitted from the transport vehicle management system 300. In these cases, if the transport vehicle management system 300 transmits the signal message intermittently, at an unexpected speed, or stops all at once, there is some problem with the transport vehicle management system 300.

[0060] The first channel 307A is configured to detect a signal message failure if the received signal message is damaged. The first channel 307A is configured to perform an integrity check on the signal message. The integrity check is performed on the individual channels 307A - D of the EU 301. The first channel 307A is configured to detect a signal message failure when the received signal message does not have the expected integrity. The first channel 307A transmits a high - integrity signal message to provide an extended sense because control commands need to have high - integrity data for the safety of the operator and the transportation agency.

[0061] For safety purposes, data with compromised integrity and a compromised transportation agency management system 100 are not used. The EU 301 ensures that the integrity and safety of the transportation agency are maintained while providing the operator with a continuous extended sense.

[0062] Additionally, the first channel 307A is configured to monitor communications to determine the availability of other signal messages. The first channel 307A is configured to determine the availability of other signal messages. If a signal message failure is detected and no other signal messages are available, the first channel 307A sets its control mode to the return active mode. If a signal message failure is detected and other signal messages are available, the first channel 307A repeats the step of monitoring the other signal messages as it did for the signal message. In this way, if all signal messages received by the first channel 307A have a failure, the first channel 307A sets its control mode to the return active mode. Determining the availability of other signal messages may include receiving other signal messages and / or receiving a signal indicating the availability of other signal messages. The first channel 307A may be configured to receive other signal messages after determining the availability of other signals. The other signal messages may be transmitted from the first transportation management system 300 after the first transportation management system 300 has recovered from a malfunction. Alternatively, the other signal messages may be transmitted from a second transportation management system 400B (shown in FIG. 4).

[0063] Additionally or alternatively, the first channel 307A is configured to determine the second control mode of another channel 307C. If the second control mode of the other channel 307C is the active mode, the first channel 307A relinquishes control. In this way, the tactile cueing device maintains the active mode for the transportation vehicle. If the second control mode of the other channel 307C is the return active mode, the first channel 307A activates the return active mode.

[0064] Additionally or alternatively, another channel 307C is configured to monitor communication to determine a second control mode of the other channel 307C by receiving a signal message and monitoring the signal message to detect a fault in the signal message. The signal message is transmitted from a transportation management system 300. The first channel 307A and the other channel 307C are separated. The first channel 307A and the other channel 307C are co-located within a single EU or distributed across different EUs of the tactile cueing device. Regardless of the location of the channels, the first channel 307A and the other channel 307C are separated and independent of each other. In this way, the integrity of the channels is maintained and the safety and robustness of the tactile cueing device system on the transportation vehicle are ensured.

[0065] The first channel 307A and the other channel 307C are configured to provide the same function. The other channel 307C is configured to perform all of the operations of the first channel 307A described herein. In this example, if the first channel 307A sets its control mode to the return active mode and the other channel 307C remains in the active mode, the first channel 307A relinquishes its control. The other channel 307C takes control and maintains the control mode of the tactile cueing device in the active mode.

[0066] EU 301B has the same function as EU 301A. The above description may also apply to EU 301B. Additionally or alternatively, each of channels 307B and 307D is configured to receive a signal message from the transportation management system 300 and monitor the signal message. Each of channels 307A - D is configured to determine the control modes of each other. If there is a channel in the active mode, that channel has priority when controlling the tactile cueing device. In this way, the transportation vehicle remains in the active mode as long as there is no fault of any kind in the transportation vehicle's system.

[0067] Figure 4 illustrates an example of the EU according to the present invention. Figure 4 includes all the features described in Figure 3. In addition, Figure 4 includes an additional transport vehicle management system 400B. Figure 4 shows a tactile cueing device having two EUs 401A, 401B. Each of the two EUs 401A, 401B includes a first channel 407A, 407B and other channels 407C, 407D. The function of each of these channels is as described in connection with Figure 3. As seen in Figure 4, the two EUs 401A, 401B are configured such that both communicate independently with each of the transport vehicle management systems 400A, 400B. This is to ensure high integrity of the data and systems on the transport vehicle and to reduce the probability of system failure.

[0068] As described above, the first channel 407A is configured to receive and monitor signal messages from the transport vehicle management system 400A. The first channel 407A is configured to receive other signal messages. The other signal messages are transmitted from the transport vehicle management system 400A that has recovered from a malfunction or a failure. Alternatively, the other signal messages are transmitted from the second transport vehicle management system 400B. A transport vehicle may have a plurality of transport vehicle management systems. In such a case, the first channel 407A of the tactile cueing device communicates with each of the plurality of transport vehicle management systems 400. The communication is continuous.

[0069] When the first channel 407A detects an obstruction of a signal message from the transport vehicle management system 400A, the first channel 407A automatically searches for a second signal message from another available transport vehicle management system 400B by requesting a valid signal message before setting its control mode to the return active mode.

[0070] The tactile cueing device may include one or more EUs. Each of the one or more EUs includes one or more channels. Each channel has an internal monitoring function for detecting a fault in a signal message received from one or more transport management systems of a transport vehicle.

[0071] FIG. 5 illustrates an example of an EU according to the present invention. FIG. 5 includes all the features of FIG. 4. The descriptions of FIGS. 3 and 4 apply to the corresponding components of FIG. 5. Additionally, FIG. 5 includes a third transport management system 500C. The two EUs 501A and 501B shown in FIG. 5 are configured to communicate with the third transport management system 500C. Each of the two EUs 501A and 501B is configured to communicate with three transport management systems 500A - C of a transport vehicle. The two EUs 501A and 501B establish communication with each of the three transport management systems independently of each other. The function of each of the EUs 501A and 501B is as described in relation to FIGS. 3 and 4. The EU 501 is configured to monitor signal messages from each of the three management systems, so that if there is a fault in any of the management systems, the EU 501 can still obtain the necessary data from other available management systems. If all of the transport management systems 500A - C of the transport vehicle fail, the EU 501 changes the control mode of the transport vehicle from the active mode to the return - active mode. The EU 501 operates in the return - active mode. This ensures that the operator is continuously supported and has an enhanced sense of perception even if real - time dynamic adjustment is not available. The return - active mode provides an advantage over entering the passive mode in that the operator is continuously supported when controlling the transport vehicle. In the return - active mode, the enhanced tactile feedback is not completely lost even though communication with the transport management system of the transport vehicle is lost.

[0072] In the examples of FIGS. 3 to 5, the EU comprises two channels having four processors (i.e., a dual-duplex architecture). The two processors are paired for each channel and provide a command function and a monitoring function. It is possible to have more channels, but currently such a design is not efficient because it is more costly to manufacture the components and increases the complexity of the calculations without significant benefits to the system. Each of the EUs may comprise three processors. Each of the processors in a channel may be manufactured using different technologies to avoid common failure modes and meet high integrity standards. These technologies refer to the hardware, software, and architecture of the processors.

[0073] Alternatively or additionally, the tactile cueing device is configured to operate with a fly-by-wire system. The aircraft's control devices may be paired, i.e., one for the pilot and another for the co-pilot. The pilot control device and the co-pilot control device are designed to correspond to each other such that these control devices move in synchronization. In the active mode, the pilot control device and the co-pilot control device move in the same way. When the aircraft enters the passive mode, the two control devices are disconnected from each other and operate separately. This causes an initial conflict and threatens the safety of the aircraft. By providing a return to the active mode, the disconnection of the pilot control device and the co-pilot control device is prevented, providing safe control of the aircraft. The present invention provides a tactile cueing device system that does not enter the passive mode unless the tactile cueing device system fails completely.

[0074] Figure 6 illustrates an exemplary method 600 in accordance with the present invention. The method includes a step of monitoring communication to determine a control mode. The control mode includes a return active mode, where the return active mode provides control characteristics for limited enhanced sensory capabilities to an operator of a transportation vehicle, and an active mode, where the active mode provides control characteristics for full enhanced sensory capabilities to an operator of a transportation vehicle.

[0075] The step of monitoring communication includes receiving a signal message by a first channel of an EU of a tactile cueing device in step 601. The signal message is transmitted from a transportation vehicle management system. In step 603, the received signal message is monitored. The received signal message is monitored for fault detection. The first channel detects whether the received signal message has any faults.

[0076] Faults of the signal message are detected in at least one occurrence of intermittently receiving the signal message, not receiving the signal message, not receiving the signal message at an expected speed, receiving a damaged signal message, and receiving a signal message without an expected integrity.

[0077] If the signal message has no faults, then in step 604, the first channel maintains the active mode. The EU ensures that the tactile cueing device operates in the active mode.

[0078] The EU sets the control mode of the transportation vehicle. The control mode includes an active mode and a return active mode. The control mode is set to the active mode during normal operating conditions to provide enhanced sensory to the user. The EU ensures that the tactile cueing device operates in one of the available control modes.

[0079] Monitoring communication further comprises determining the availability of other signal messages. If a failure of a signal message is detected, the first channel checks for other signal messages in step 605. The other signal messages are transmitted from a transport management system. Additionally or alternatively, the other signal messages are transmitted from another transport management system of the transport vehicle.

[0080] If a failure of a signal message is detected in the occurrence of not receiving a signal message from a transport management system for a predetermined time period, the second signal message received from a second transport management system is automatically used. If the first channel detects a failure of a signal message from the transport management system, the first channel automatically looks for a second signal message from another available transport management system.

[0081] In step 607, if the first channel receives another signal message, the first channel monitors the other signal message for failure detection. The first channel repeats steps 603 - 607 with the other signal message. If a failure in the other signal message is detected, the first channel sets the control mode to the return active mode, and if no failure in the other signal message is detected, the first channel sets the control mode to the active mode.

[0082] In step 605, if there are no other signal messages, the first channel sets the control mode to the return active mode (step 606). In step 609, the first channel determines the control mode of the other channels in the tactile cueing device. The first channel determines the second control mode of the other channels. If the second control mode of the other channels is the active mode, control is relinquished to maintain the active mode for the transportation vehicle (613). The first channel relinquishes its control to the other channels that are set to provide the active mode. Thus, the EU maintains the active mode in step 613. The other channels take control to ensure continuous operation without the need to activate the return active mode.

[0083] The other channels are configured to operate in the same manner as the first channel. The other channels are configured to monitor for faults in the signal message. If the second control mode of the other channels is the return active mode, the return active mode is activated. If there is no alternative channel set to provide the active mode, in step 610, the return active mode is activated. The first channel maintains control.

[0084] The EU outputs a control signal via one of these channels. The control signal is received by an actuator 5 coupled to EU 1, whereby it operates the controls of the transportation vehicle to create the desired resistance, remove unwanted resistance, and create a tactile cue for the operator.

[0085] In step 610, when the EU activates the return active mode, the EU maintains the return active mode until it receives a signal message without a fault. The signal message without a fault can be from any one of the transportation management systems of the transportation agencies. In this way, the transportation agency remains in the return active mode until the active mode is restarted or the transportation agency completes its journey.

[0086] If no fault is detected in other signal messages while the EU is in the return active mode, the control mode is changed from the return active mode to the active mode. For example, in a certain scenario, a transportation management system that malfunctioned temporarily recovers, operates correctly, and sends a signal message without a fault. The first channel sets the control mode to the return active mode. In response to receiving a signal message without a fault, the first channel sets the control mode to the active mode.

[0087] Figures 7 and 8 show an example of a transportation agency comprising one or more of the tactile cueing devices described herein and one or more of the EUs described herein.

[0088] The method described in connection with Figure 6 can be stored as instructions on a machine-readable medium. When these instructions are executed, the processing means is caused to execute the method of Figure 6.

Claims

1. An electronic unit (EU) for a haptic cueing device system for a transport vehicle, wherein the haptic cueing device extends sensations to an operator of the transport vehicle, and the EU comprises a first channel, wherein the first channel, is configured to monitor communication to determine a control mode of the first channel, and the control mode is, a return active mode, wherein the return active mode provides control characteristics for limited extended sensory capabilities to the operator of the transport vehicle, an active mode, wherein the active mode provides control characteristics for full extended sensory capabilities to the operator of the transport vehicle, the EU comprising.

2. wherein the first channel, receives a signal message, wherein the signal message comprises a transport vehicle control command, monitors the signal message to detect a fault in the signal message, and is configured to monitor communication by, setting the control mode to the return active mode if a fault in the signal message is detected, the EU according to claim 1.

3. The fault in the signal message is, receiving the signal message intermittently, not receiving the signal message, not receiving the signal message at an expected speed, receiving the damaged signal message, receiving the signal message without expected integrity, and is detected in at least one occurrence of, the EU according to claim 1.

4. The signal message is transmitted from a transport vehicle management system, the EU according to claim 2 or 3.

5. The first channel is further configured to monitor communication to determine the availability of other signal messages, and if the other signal messages are not available, set the control mode to the return active mode, the EU according to any one of claims 1 to 4.

6. The first channel is further configured to monitor communication to determine the availability of other signal messages, and if the other signal messages are available, the first channel, receives the other signal messages, monitoring the other signal message to detect a failure in the other signal message; and is further configured to perform; if a failure in the other signal message is detected, setting the control mode to the return active mode; if no failure in the other signal message is detected, setting the control mode to the active mode; The EU according to any one of claims 1 to 5. **Claim 7** The EU according to claim 5 or 6, wherein the other signal message is transmitted from a second transport management system. **Claim 8** The first channel is configured to: determine a second control mode of another channel; if the second control mode of the other channel is the active mode, relinquishing control to maintain the active mode for the transport; and if the second control mode of the other channel is the return active mode, activating the return active mode. The EU according to any one of claims 1 to 7. **Claim 9** The other channel is configured to: receive the signal message; monitor the signal message to detect a failure in the signal message; and monitor communication to determine the second control mode of the other channel. **Claim 10** The EU according to claim 8 or 9, wherein the first channel and the other channel are separated. **Claim 11** The control characteristics for the return active mode include: default settings for each of the control axes of the transport. The EU according to any one of claims 1 to 10. **Claim 12** The EU according to any one of claims 1 to 11, wherein the control characteristics are stored in the EU. **Claim 13** The EU according to any one of claims 1 to 12, wherein the transport includes an airplane or a helicopter. **Claim 14** The EU according to any one of claims 1 to 13, wherein the EU provides a warning notifying of a detected failure of the transport management system on a control panel of the transport. **Claim 15** A computer-implemented method for an electronic unit (EU) for a haptic cueing device for a transport, the method comprising: comprising monitoring communication to determine a control mode for a first channel, said control mode being a return active mode, wherein said return active mode provides control characteristics for limited enhanced sensory capabilities to an operator of the transport vehicle, an active mode, wherein said active mode provides control characteristics for full enhanced sensory capabilities to the operator of the transport vehicle, A method comprising: **Claim 16** Said monitoring of said communication comprises receiving a signal message, wherein said signal message comprises a transport vehicle control command, monitoring said signal message to detect a fault in said signal message, setting said control mode to said return active mode if said fault in said signal message is detected, The method according to claim 15, further comprising: **Claim 17** Said fault in said signal message is receiving said signal message intermittently, not receiving said signal message, not receiving said signal message at an expected speed, receiving a damaged said signal message, receiving a said signal message having an unexpected integrity, The method according to claim 15 or 16, detected in at least one occurrence of: **Claim 18** Said monitoring of said communication comprises determining the availability of other signal messages, receiving said other signal messages if said other signal messages are available, and monitoring said other signal messages to detect a fault in said other signal messages, further comprising, setting said control mode to said return active mode if said fault in said other signal messages is detected, setting said control mode to said active mode if no fault is detected in said other signal messages, The method according to any one of claims 15 to 17. **Claim 19** comprising determining a second control mode for another channel, abandoning control to maintain said active mode for the transport vehicle if said second control mode for said other channel is said active mode, activating said return active mode if said second control mode for said other channel is said return active mode, The method according to any one of claims 15 to 18.

20. Receiving the signal message, Monitoring the signal message to detect a failure in the signal message, The method according to claim 19, comprising monitoring communication to determine the second control mode of the other channel.

21. The method according to claim 19 or 20, wherein the first channel and the other channel are separated.

22. The control characteristics are Default settings for each of the control axes of the transport vehicle The method according to any one of claims 15 to 21.

23. The method according to any one of claims 15 to 22, wherein the control characteristics are stored in the EU.

24. A tactile cueing device system, At least one electronic unit (EU) according to any one of claims 1 to 14, One or more actuators configured to control the force applied to the axis of the control device of the transport vehicle, One or more sensors for detecting the force applied to the control device, comprising The EU is configured to control the actuator for continuous operation of the transport vehicle with an extended sense for the operator based on the sensed data from the one or more sensors. A tactile cueing device system.

25. A transport vehicle comprising one or more electronic units (EUs) according to any one of claims 1 to 14 and / or a tactile cueing device system according to claim 24.

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