Human Machine Interface

Cette contribution propose une lecture critique de l’informatique ubiquitaire, non pas tant du projet originel du Xerox Palo Alto Research Center (PARC) mais davantage de son expression contemporaine actualisée par les géants des technologies numériques. Si l’on se réfère aux premiers écrits de Mark Weiser des années 1990, l’informatique ubiquitaire devait avoir pour but d’éliminer les frictions quotidiennes entre les utilisateurs et leur environnement en optimisant les interactions entre l’humain et la technologie. Une vingtaine d’années plus tard, alors que les objets connectés se comptent en milliards et que nos services numériques rivalisent pour capter notre attention, il semble crucial de réinterroger les pistes de conception du PARC pour convertir effectivement la quantité d’information en qualité d’interaction.

This paper presents the monitoring system for warehouse which consists, temperature and humidity. Temperature and humidity sense by HTS711 sensor and monitor by PLC. These values display on HMI. This system also detects any unwanted movable object entering in warehouse by using Proximity sensor.

Considering the foreseen expansion of the air transportation system within the next two decades and the opportunities offered by higher levels of automation, Single-Pilot Operations (SPO) are regarded as viable alternatives to conventional two-pilot operations for commercial transport aircraft. In comparison with current operations, SPO require high cognitive efforts, which potentially result in increased human error rates. This article proposes a novel Cognitive Pilot-Aircraft Interface (CPAI) concept, which introduces adaptive knowledge-based system functionalities to assist single pilots in the accomplishment of mission-essential and safety-critical tasks in modern commercial transport aircraft. The proposed CPAI system implementation is based on real-time detection of the pilot physiological and cognitive states, allowing the avoidance of pilot errors and supporting enhanced synergies between the human and the avionics systems.  These synergies yield significant improvements in the overall performance and safety levels. A CPAI working process consisting of sensing, estimation and reconfiguration steps is developed to support the assessment of physiological and external conditions, a dynamic allocation of tasks and adaptive alerting. Suitable mathematical models are introduced to estimate the mental demand associated to each piloting task and to assess the pilot cognitive states. Suitably implemented decision logics allow a continuous and optimal adjustment of the automation levels as a function of the estimated cognitive states. Representative numerical simulation test cases provide a preliminary validation of the CPAI concept. In particular, the continuous adaptation of the flight deck’s automation successfully maintains the pilot’s task load within an optimal range, mitigating the onset of hazardous fatigue levels. It is anticipated that by including suitably designed Psychophysiological-Based Integrity Augmentation (PBIA) functionalities the CPAI will allow to fulfill the evolving aircraft certification requirements and hence support the implementation of SPO in commercial transport aircraft.

Technological advances in avionics systems and components have facilitated the introduction of progressively more integrated and automated Human-Machine Interfaces and Interactions (HMI2) on-board civil and military aircraft. A detailed review of these HMI2 evolutions is presented, addressing both manned aircraft (fixed and rotary wing) and Remotely Piloted Aircraft System (RPAS) specificities for the most fundamental flight tasks: aviate, navigate, communicate and manage. Due to the large variability in mission requirements, greater emphasis is given to safety-critical displays, command and control functions as well as associated technology developments. Additionally, a top-level definition of RPAS mission-essential functionalities is provided, addressing planning and real-time decision support for single and multi-aircraft operations. While current displays are able to integrate and fuse information from several sources to perform a range of different functions, these displays have limited adaptability. Further development to increase HMI2 adaptiveness has significant potential to enhance the human operator’s effectiveness, thereby contributing to safer and more efficient operations. The adaptive HMI2 concepts in the literature contain three common elements. These elements comprise the ability to assess the system and environmental states; the ability to assess the operator states; and the ability to adapt the HMI2 according to the first two elements. While still an emerging area of research, HMI2 adaptation driven by human performance and cognition has the potential to greatly enhance human-machine teaming through varying the system support according to the user’s needs. However, one of the outstanding challenges in the design of such adaptive systems is the development of suitable models and algorithms to describe human performance and cognitive states based on real-time sensor measurements. After reviewing the state-of-research in human performance assessment and adaptation techniques, detailed recommendations are provided to support the integration of such techniques in the HMI2 of future Communications, Navigations, Surveillance (CNS), Air Traffic Management (CNS/ATM) and Avionics (CNS+A) systems.

For over a decade, the international aviation community has been considering the concept of Single-Pilot Operations (SPO) as a viable solution to the rising costs associated with commercial air transport. Recent advances in Communications, Navigation, Surveillance/Air Traffic Management and Avionics (CNS+A) technologies have allowed higher levels of automation, creating an opportunity for commercial airliners to transit to SPO. By leveraging CNS+A developments, the elevated workload of a single pilot can be mitigated through air-ground collaborative decision making in a number of ways: by expanding the role of ground operators; enhanced support in the strategic (flight planning), tactical (rerouting) and emergency (e.g., during pilot incapacitation) flight phases; as well as higher levels of decision support for the execution of complex tasks including separation assurance, collision avoidance, systems monitoring and landing. In the event of pilot incapacitation, on-board and ground CNS+A systems allow the aircraft to be operated as a Remotely Piloted Aircraft System (RPAS). Psychophysiological sensing and adaptive interfaces are introduced to enable the detection of pilot incapacitation while facilitating operations at higher levels of automation. The concept of a Virtual Pilot Assistant (VPA) system is presented as a possible technology solution introducing higher levels of autonomy and adaptive Human-Machine Interface and Interaction (HMI2) features. While technically possible, the transition to SPO requires an evolution of the current operational and pilot regulatory framework.

This paper presents the conceptual design of a Virtual Pilot Assistant (VPA) for single-pilot operations of commercial transport aircraft. In particular, a thorough requirement analysis was performed by taking into account existing literature on single pilot operations from general aviation and military standards. The analysis also considers relevant human factors engineering and system design aspects of conventional two-pilot aircraft and Remotely-Piloted Aircraft Systems (RPAS). The VPA performs a real-time assessment of the single-pilot's cognitive states and provides useful and timely alerts based on predictions on the performance levels of the pilot. In case of pilot incapacitation, the VPA enables the single-pilot aircraft to be operated as an RPAS, allowing ground operators to take over as necessary and make an emergency landing at a safe and suitable location.