Patent Description:
Modern cockpits may be equipped with physiological monitoring systems capable of tracking various health or well-being related states of a pilot or co-pilot; e.g., fatigue/alertness, heart rate, oxygenation, G-force strain. Such physiological monitors can be very valuable for tracking pilot capability inflight, but they may also introduce extra workload and procedures that must be incorporated into the pilot's routine. For example, when the pilot leaves their seat (or, e.g., the cockpit), the monitoring system must be disengaged lest the system conclude from any associated changes in state that an event has occurred requiring emergency intervention. Similarly, when the pilot returns to their seat the monitoring system must be re-engaged.

The document <CIT> discloses this kind of cockpit.

In the invention defined by the operator safety system according to claim <NUM>, an operator safety system (OSS) for monitoring the well-being of a vehicle operator or pilot in a cockpit of control area of the vehicle is disclosed. In embodiments, the OSS includes presence sensors within the control area for assessing whether or not the operator is currently present, e.g., seated in the appropriate pilot or copilot seat. An operator interface includes a display surface viewable by the operator and an input device for accepting control input. The OSS may be either engaged (e.g., actively monitoring the operator or pilot) or disengaged; the operator interface allows the operator to either engage or disengage the device (e.g., when the operator enters or leaves the pilot/co-pilot seat). When the presence sensors determine that the operator is no longer present (e.g., having left the pilot seat or the cockpit) but the OSS is still in an engaged state, the OSS prompts the operator to disengage the OSS via the interface. Similarly, when the presence sensors determine that the operator is present but the OSS is disengaged, the OSS prompts the operator to re-engage the OSS.

In some embodiments, the display surface and the input device are combined in an interactive touchscreen, such that the operator can engage or disengage the OSS via a single-touch interaction (e.g., when prompted to do so).

In some embodiments, the presence sensors include cameras or other like image sensors oriented toward the pilot/co-pilot seat.

In some embodiments, the cameras are configured for thermal imaging (e.g., in the infrared band) of the pilot seat and/or cockpit. For example, the OSS determines a heat level of the pilot seat/control area and determines the presence or non-presence of the operator based on the detected heat.

In some embodiments, the OSS determines, based on a detected residual heat level, approximately how long the operator has been absent from the pilot seat.

In some embodiments, the cameras detect encoded fiducial markers in the pilot seat or cockpit, and determines the presence or non-presence of the operator based on whether the fiducial markers can be detected and decoded (e.g., as the presence of the operator may obstruct some or all fiducial markers).

In some embodiments, the vehicle is an aircraft, the operator is a pilot or co-pilot (seated in a pilot seat or co-pilot seat respectively), and the presence sensors determine whether or not the pilot/co-pilot is seated in the appropriate seat.

In some embodiments, the presence sensors are embedded within the pilot/copilot seat, and the OSS determines the presence or non-presence of the operator based on pressure and/or temperature (e.g., body heat) detected within the pilot/co-pilot seat.

In some embodiments, the presence sensors are located within, or connected to, a safety belt or safety harness securing the operator to the pilot/co-pilot seat, The safety belt or harness may be fastened or unfastened, the fastened or unfastened state detectable by the presence sensors to indicate operator presence or non-presence.

In some embodiments, e.g., if the operator is not present either in the pilot seat or within the control area/cockpit, the OSS prompts the operator to disengage remotely, e.g., via a mobile device carried by the operator, and via which the operator can remotely disengage the OSS.

In some embodiments, the OSS is connected to a flight management system (FMS) or other like vehicle control system, and assesses the presence or non-presence of the operator in response to a demand issued by the FMS, e.g., based on a triggering event.

In some embodiments, the presence sensors include at least two independent sensors (or banks/groups thereof) that independently register a determination of operator presence or non-presence. The OSS will determine the ultimate presence or non-presence of the operator based on a majority of registered decisions from the independent sensors.

In some embodiments, the OSS assigns a weight to each independent sensor or bank thereof, and determines the presence or non-presence of the operator based on a weighted majority of registered decisions from the independent sensors.

In the invention defined by the method according to claim <NUM>, a method for smart monitoring of a vehicle operator is also disclosed. In embodiments, the method includes determining a current operational status (engaged or disengaged) of a vehicle-based operator safety system (OSS) for monitoring physiological parameters of an operator of the vehicle. The method includes determining, via presence sensors in communication with the OSS, whether the operator is currently present or not present in a control area of the vehicle. The method includes, based on the determined presence or non-presence of the operator and the engaged or disengaged status of the OSS, prompting the operator to adjust the operational status of the OSS. For example, the vehicle may be an aircraft of which the operator is a pilot or co-pilot, and the method includes assessing whether or not the operator is currently seated in the appropriate pilot or co-pilot seat within the cockpit.

In some embodiments, the method includes, when the OSS is engaged but the operator is not present, prompting the operator (remotely if necessary) to disengage the OSS.

In some embodiments, the method includes, when the OSS is disengaged but the operator is present, prompting the operator to engage (or re-engage) the OSS.

In some embodiments, the method includes independently assessing the presence or non-presence of the operator via at least two independent sensors or banks/groups thereof, and determining the presence or non-presence of the operator based on a majority of independently registered determinations or presence or non-presence.

In some embodiments, the method includes assigning, via the OSS, a weight to each independent presence sensor or bank thereof, and determining the presence or non-presence of the operator based on a weighted majority of determinations of presence or non-presence independently registered by the sensors.

Various embodiments or examples ("examples") of the present invention are disclosed in the following detailed description and the accompanying drawings. In the drawings:.

Before explaining one or more embodiments of the invention in detail, it is to be understood that the embodiments are not limited in their application to the details of construction and the arrangement of the components or steps or methodologies set forth in the following description or illustrated in the drawings. In the following detailed description of embodiments, numerous specific details may be set forth in order to provide a more thorough understanding of the invention. However, it will be apparent to one of ordinary skill in the art having the benefit of the instant invention that the embodiments disclosed herein may be practiced without some of these specific details. In other instances, well-known features may not be described in detail to avoid unnecessarily complicating the instant invention.

The appearances of the phrase "in some embodiments" in various places in the specification are not necessarily all referring to the same embodiment, and embodiments may include one or more of the features expressly described or inherently present herein, or any combination or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant invention.

Referring to <FIG>, a control space <NUM> of a vehicle is shown. The control space <NUM> may include pilot seat <NUM>, co-pilot seat <NUM>, and presence sensor <NUM>.

In embodiments, the vehicle may include an aircraft, of which the control space <NUM> is a cockpit configured to accommodate a pilot and co-pilot respectively the pilot seat <NUM> and the co-pilot seat <NUM>. The control space <NUM> may include an operator safety system (OSS), e.g., a pilot monitoring system for assessing the physiological well-being of the pilot and/or co-pilot inflight. For example, the OSS may continually assess heart rate, breathing, eye movement, blood flow or oxygenation, and other vital statistics to anticipate or avoid unexplained physiological events (UPE) such as hypoxia, hypercapnia (excessive levels of CO<NUM> in the blood), G-force strain, or other like symptoms indicative of potential pilot fatigue or impairment.

In embodiments, the OSS may require the pilot or co-pilot manually disengage the system when leaving the pilot seat <NUM> or co-pilot seat <NUM>. For example, the pilot may temporarily leave the control space <NUM>, designating the co-pilot as the pilot flying. Should the pilot or co-pilot fail to manually disengage the OSS, the resulting changes in state associated with the pilot or co-pilot's absence may be interpreted by the OSS as an emergency requiring intervention. Similarly, should the pilot or co-pilot return to their respective seat without manually re-engaging the OSS, the data detected and reported by the OSS may be compromised; further, a disengaged OSS may fail to detect subsequent pilot well-being issues.

Referring to <FIG>, the OSS <NUM> is disclosed. The OSS <NUM> may include a smart engagement/disengagement system <NUM> comprising a controller <NUM>, interface <NUM>, memory <NUM>, and seat-based presence sensors <NUM>.

In embodiments, the smart engagement/disengagement system <NUM> may determine whether an operator of a vehicle (e.g., an operator monitored by the OSS <NUM>) is present in the control space <NUM>. If the presence or non-presence of the pilot or co-pilot is inconsistent with the current engagement status of the OSS <NUM>, the OSS may prompt the pilot or co-pilot to manually adjust the engagement status of the OSS to align with their presence or non-presence in the control space <NUM>. For example, if the control space <NUM> is an aircraft cockpit, the smart engagement/disengagement system <NUM> may continually determine (e.g., at a predetermined time interval) whether the pilot is present in the pilot seat <NUM> and/or whether the co-pilot is present in the co-pilot seat <NUM>.

In embodiments, the smart engagement/disengagement system <NUM> may be accessible via the interface <NUM>, including a display 206a for presenting information related to the OSS (e.g., alerts, data, engagement status) and an input device 206b for accepting control input from the pilot. For example, the interface <NUM> may be embodied in a touchscreen surface (e.g., a fixed cockpit display or a mobile computing device in wired or wireless communication with the OSS <NUM>). For example, when the smart engagement/disengagement system <NUM> determines that the presence or non-presence of the pilot is inconsistent with the engagement status of the OSS <NUM>, the display 206a may present a notification requesting the pilot disengage or re-engage the OSS, e.g., via a single-touch engagement with the input device 206b. Alternatively, or additionally, the controller <NUM> may prompt the pilot via a mobile device <NUM> (e.g., a smartphone or other like portable computing or communications device) carried on the pilot's person and in wireless communication with the OSS <NUM>. For example, if the pilot has left the control space <NUM>, the pilot may still be prompted (e.g., via display 212a) to disengage (e.g., via mobile device input 212b) the OSS.

In embodiments, if the smart engagement/disengagement system <NUM> determines the pilot to be not present, e.g., not seated in the pilot seat <NUM>, and the OSS <NUM> is still engaged, the controller <NUM> may prompt the pilot to disengage the OSS. For example, if the pilot has left the pilot seat <NUM> but has not yet left the control space <NUM>, the controller <NUM> may prompt the pilot to disengage the OSS <NUM> before leaving. Similarly, if the smart engagement/disengagement system <NUM> determines the pilot to be present, e.g., having returned to the pilot seat <NUM>, and the OSS <NUM> is still disengaged, the controller <NUM> may similarly prompt the pilot to re-engage the OSS.

In embodiments, the smart engagement/disengagement system <NUM> may determine the presence or non-presence of the pilot or co-pilot via one or more presence sensors, e.g., including (but not limited to) visual presence sensors <NUM> and/or seat-based presence sensors <NUM>. For example, the visual presence sensors <NUM> may include a camera or other like image sensor configured to capture image data for analysis by the controller <NUM>. In embodiments, the visual presence sensors <NUM> may be oriented toward the pilot seat <NUM> (e.g., or co-pilot seat <NUM>) with an unobstructed view of the pilot seat/copilot seat (or, e.g., the pilot or co-pilot, when present in either seat).

In embodiments, the controller <NUM> may include one or more processors configured to analyze image data captured by the visual presence sensors <NUM> to determine (e.g., to a sufficient level of confidence) whether the pilot is present or not present in the pilot seat <NUM> (or, e.g., the co-pilot within the co-pilot seat). For example, the controller <NUM> may perform a coarse analysis of the image data, e.g., to determine whether or not the image data portray an empty pilot seat <NUM> or an occupied pilot seat, whether the image data indicate movement from frame to frame, and/or whether the image data indicate contrast with the pilot seat itself (e.g., a dark mass contrasting with a light-colored pilot seat, indicative of a uniformed pilot occupying the pilot seat). Alternatively, or additionally, the controller <NUM> may perform a fine analysis of the image data to determine not merely whether the pilot seat <NUM>/co-pilot seat <NUM> is occupied or not, but whether an occupied pilot seat is occupied by a uniformed pilot, by a specific pilot-in-command or co-pilot authorized for access to the control space <NUM>, or by an individual not authorized for access to the control space. For example, the controller may compare the image data to reference images of uniformed pilots (e.g., which may include the authorized pilot, co-pilot, or other cockpit crew members) to more positively identify an occupant of the pilot seat <NUM> or co-pilot seat <NUM>.

In embodiments, the seat-based presence sensors <NUM> may be disposed or embedded within the pilot seat <NUM> and/or co-pilot seat <NUM> and may be configured to detect whether the said seat is currently occupied or not occupied (equivalent to a determination of a pilot/co-pilot as present-not present). For example, the seat-based presence sensors <NUM> may detect changes in pressure and/or temperature within the pilot seat <NUM>/co-pilot seat <NUM> and thereby determine, to a level of confidence, that the said pilot seat/co-pilot seat currently has a human occupant, informing the controller <NUM> that the said pilot seat/co-pilot seat is currently occupied or not occupied.

In embodiments, the smart engagement/disengagement system <NUM> may be in communication with a vehicle management system (e.g., flight management system <NUM> (FMS; e.g., flight control system)) of the vehicle or aircraft. For example, above and beyond periodic checks for pilot/co-pilot presence/non-presence, the FMS <NUM> may initiate a detection of the pilot/co-pilot in response to one or more triggering events; e.g., an inflight emergency or multiple unsuccessful attempts to contact the pilot on the part of air traffic control (ATC).

Referring now to <FIG>, the pilot seat <NUM> is shown. In embodiments, the co-pilot seat (<NUM>, <FIG>) may be implemented similarly to the pilot seats <NUM> shown by <FIG>.

In embodiments, the pilot seat <NUM> may incorporate multiple seat-based presence sensors (<NUM>, <FIG>) operating independently of each other and reporting to the controller (<NUM>, <FIG>). For example, the pilot seat <NUM> may incorporate seat-based pressure sensors 210a embedded within a seat cushion <NUM> of the pilot seat (or within a seatpan or seat frame component). In embodiments, the seat-based pressure sensors 210a may register the pressure or weight of a human occupant of the pilot seat <NUM> (e.g., seated upon the seat cushion <NUM>) and may accordingly determine (and register with the controller <NUM>) that an operator is present in the pilot seat. Similarly, if normal pressure or weight is detected by the seat-based pressure sensors 210a (e.g., consistent with an empty seat), the seat-based pressure sensors may determine and register that an operator is not present.

In some embodiments, seat-based presence sensors <NUM> may include a harness sensor 210b disposed or embedded within a seatbelt <NUM> (e.g., within a buckle) or safety harness configured for securing the operator to the pilot seat <NUM>, the harness sensor capable of determining whether the seatbelt/harness is fastened or unfastened. For example, the seatbelt <NUM> may be fastened or unfastened; if the seatbelt is unfastened, the harness sensor 210b may determine and register that the operator is not present. Similarly, if the seatbelt <NUM> is fastened, the harness sensor 210b may determine and report that the operator is present.

Referring now to <FIG>, in embodiments the visual presence sensors (<NUM>, <FIG>) may include image sensors or cameras operating in non-visible spectra (e.g., forward-looking infrared (FLIR) sensors). For example, the visual presence sensors <NUM> may include thermal imagers oriented at the pilot seat <NUM>. Thermal imagers may detect temperature readings or heat signatures <NUM> associated with the pilot seat <NUM> indicative of the body heat of a human occupant, and may therefore determine and register that an operator is present in the pilot seat. Similarly, if the thermal imagers fail to detect sufficient heat to indicate a current human occupant, the visual presence sensors <NUM> may determine and register that an operator is not present.

The visual presence sensors <NUM> may include thermal imagers capable (in collaboration with the controller <NUM>) of detecting additional information associated with a non-present operator in the pilot seat <NUM>. In embodiments, referring in particular to <FIG>, the thermal imagers may detect residual heat signatures <NUM> associated with the pilot seat. While the residual heat signatures <NUM> may not be indicative of a current human occupant, the controller <NUM> may infer, based on the heat levels detected and reported by the thermal imagers, not only that an operator is not currently present in the pilot seat <NUM>, but the duration since the operator left the pilot seat. For example, based on the inferred duration, the controller <NUM> may determine whether to prompt the operator to disengage the OSS (<NUM>, <FIG>) via the interface (<NUM>, <FIG>) or via mobile device (<NUM>, <FIG>), e.g., if the duration suggests the operator may have left the control space (<NUM>, <FIG>).

Referring in particular to <FIG>, the pilot seat <NUM> may incorporate encoded fiducials <NUM> set into the upholstery of the seatback <NUM> and/or seat cushion <NUM> and oriented toward the visual presence sensors <NUM>. In embodiments, the visual presence sensors <NUM> may determine whether an operator is present in the pilot seat <NUM> based on an ability or inability to detect and decode the encoded fiducials <NUM>. For example, if the encoded fiducials <NUM> are detected and decoded by the visual presence sensors <NUM>, the controller <NUM> may determine that an operator is not present in the pilot seat <NUM>. Similarly, if the visual presence sensors <NUM> are unable to detect the encoded fiducials <NUM>, the controller <NUM> may infer that an operator is present.

Referring to <FIG>, the smart engagement/disengagement system <NUM> is shown.

In embodiments, the smart engagement/disengagement system <NUM> may incorporate multiple and diverse presence sensors operating independently of each other to determine whether an operator or pilot is present or not present in the pilot seat/copilot seat (<NUM>/<NUM>, <FIG>). For example, the controller <NUM> may receive determinations of presence or non-presence registered by visual presence sensors <NUM> (e.g., camera), seat-based pressure sensors 210a, and harness sensor 210b.

In some embodiments, the determinations received by the controller <NUM> may contradict each other. For example, the seat-based pressure sensors 210a and harness sensor 210b may both register non-presence (NP). However, the visual presence sensors <NUM> may detect movement (e.g., behind or in front of the pilot seat <NUM>, indicative of an operator who may not be in the pilot seat but may remain within the control space (<NUM>, <FIG>) and may therefore register a determination that an operator is present (P).

In some embodiments, the controller <NUM> may resolve conflicting determinations of presence or non-presence by three or more sensors via a simple majority "vote" of registering sensors. For example, if two sensors (210a, 210b) register non-presence (NP), and one sensor (<NUM>) registers presence (P), the visual presence sensor <NUM> may be outvoted and the controller <NUM> may determine that the operator is not present (NP).

In some embodiments, referring in particular to <FIG>, the controller <NUM> may resolve conflicting determinations from two or more sensors by assigning a weight to each registering sensor. For example, the controller <NUM> may assign a weight of <NUM> (PPP) to the visual presence sensor <NUM> and a weight of <NUM> (NP) to the seat-based pressure sensor 210a and harness sensor 210b, such that a scenario similar to that shown by <FIG> (visual presence sensor <NUM> registers presence P, seat-based pressure sensors 210a and harness sensor 210b register non-presence NP), is instead interpreted by the controller as a determination of presence (P) due to the greater weight assigned to the visual presence sensor.

Referring to <FIG>, the method <NUM> may be implemented by the OSS <NUM> and smart engagement/disengagement system <NUM> within a vehicle and may incorporate the following steps.

At a step <NUM>, the OSS determines its operational state as engaged or disengaged, e.g., monitoring or not monitoring a pilot or co-pilot.

At a step <NUM>, one or more presence sensors of the OSS determine a presence of non-presence of an operator in a control area of the vehicle, and register the determination of presence or non-presence with the smart engagement/disengagement system. For example, visual presence sensors may determine whether a pilot or co-pilot is seated in a pilot seat/co-pilot seat within an aircraft cockpit. Similarly, seat-based sensors may determine whether the operator is present or not present in the pilot seat/copilot seat.

Claim 1:
An operator safety system, OSS (<NUM>), for a vehicle, comprising:
one or more presence sensors (<NUM>) configured for installation in a control area (<NUM>) of a vehicle, the one or more presence sensors (<NUM>,210a,210b) configured to determine a presence or non-presence of the operator in the control area;
and
an operator interface comprising:
at least one display surface (206a) configured to present information to the operator;
and
at least one input device (206b) configured to accept control input from the operator;
the OSS having an operational state selected from engaged or disengaged, the operator capable of transitioning the OSS between the engaged and disengaged states via the input device;
the operator safety system, OSS, is characterised in that:
when the one or more presence sensors determine the operator is not present in the control area and the OSS state is engaged, to prompt the operator to disengage the OSS via the input device;
and
when the one or more presence sensors determine the operator is present in the control area and the OSS state is disengaged, to prompt the operator to engage the OSS via the input device.