METHOD AND SYSTEM FOR MONITORING AND SECURING AN ENCLOSURE OF A VEHICLE, IN PARTICULAR OF AN AIRCRAFT

Abstract

The aim of the invention is to optimise the monitoring and security of at least one enclosure, allowing a constant and complete view of the enclosure, and a modulated assessment of the state of security of same. For this purpose, the invention proposes to transmit images of the enclosure wirelessly to a mobile medium for helping the flight crew assess the situation and the measures to take in case of a sensitive security situation. According to one embodiment, the optimised system for monitoring and securing an enclosure, a cockpit (3), a cabin (2) and/or a luggage hold (4) of an aircraft (1), comprises video cameras (21a to 23a, 21 b to 23b, 24 to 28) distributed so as to define a field of view inside or outside the enclosure (2 to 4), mobile (2T) or fixed (3A) display media dedicated to members of the crew of the enclosure capable, via suitable wireless transmission/reception means (20A), of receiving image streams transmitted by the video cameras (21a to 23a, 21b to 23b, 24 to 28) and of connecting to auxiliary data sources and to means for locking/unlocking (7 to 10, 41) the enclosure (2 to 4) arranged in areas sensitive with respect to security.

Claims

1. A method of optimized monitoring and securing of at least one vehicle (1) enclosure (2, 3, 4), especially a piloting cockpit (3), a passenger cabin (2), and/or a cargo hold (4) of an airplane (1), in which one or more camera shots (21a to 23a, 21b to 23b; 24; 25, 26) distributed in the enclosure (2, 3, 4) to define a field of view of substantially the entire enclosure (2, 3, 4) provide, during a transmission stage, image streams to at least one mobile visualization medium (2T) which can move along with a crew member, remain in communication with him at all times and connect by wireless link (20A) to other mobile (2T) and/or fixed (3A) media, as well as to key elements (6D, 6V) of the enclosure (2, 3, 4) in regard to security-sensitive zones (7 to 10, 41), characterized in that the or each visualization medium (2T) is parametrized according to different visualization modes, making it possible to switch, in each mode, between display configurations (61 to 63), information transmission configurations (64, 65), and passive and active alert monitoring configurations of the enclosure, and in that, if a degree of nonsecure status (Ens1 to Ens10) is selected to define the security situation of the enclosure (2, 3, 4), the visualization medium (2T) changes to an active alert configuration (67) in which modulated actions are proposed on the key elements (6D, 6V), alarms (Al) and modulated actions (Am) being automatically triggered according to the degree of nonsecure status selected (Ens1 to Ens10), based on an image and/or audio processing, and transmitted to the crew members depending on the phase of transportation.

2. The method of optimized monitoring and securing as claimed in claim 1, wherein the modes of visualization provide access to at least certain of the following configurations: in display mode, between ordinary (62), thumbnail (63), and fixed (61) display configurations, in communication mode, between configurations of information transmission (64) and security announcement transmission (65) for transmission to a personalized so-called entertainment visualization system for each passenger, in monitoring mode of the enclosure, between a passive visualization configuration chosen from between the display configurations (61, 62, 63) and a configuration of comparison of auxiliary situational data (66) in the displayed images with recorded data showing different degrees of secure (Es1 to Es10) and nonsecure (Ens1 to Ens10) status.

3. The method of optimized monitoring and securing as claimed in claim 1, wherein the camera shots (21a to 23a, 21b to 23b, 24 to 26) are associated with audio recordings (20M, 20C) and detections of temperature (55) and/or pressure (56).

4. The method of optimized monitoring and securing as claimed in claim 1, wherein the camera shots (21a to 23a, 21b to 23b, 24 to 26) are taken in a spectral band chosen from the visible/near infrared band and the infrared band in order to detect temperatures higher than a predefined value and/or a non-intrusive nocturnal vision.

5. The method of optimized monitoring and securing as claimed in claim 1, wherein the passive visualization configurations (61 to 63) of the image streams show as auxiliary situational data useful to the monitoring technical data regarding these images, in particular data on the temperature variation in the enclosure (Txi) and/or outside (Txe) the vehicle (1), altitude (Hx), visibility (Vx), pressure in the enclosure (Pxi) and/or outside (Pxe) the vehicle (1), audio data (Sx) and/or data on elapsed time (Dx) since the start of an event liable to significantly modify the stream of images from one and the same camera shot (21a to 23a, 21b to 23b, 24 to 26), or a locking status of a key element (7 to 10, 41).

6. The method of optimized monitoring and securing as claimed in claim 1, wherein at least one camera shot (27, 28) is installed outside the vehicle (1), in particular behind a door (7)/porthole (Ha) and/or a vehicle skin.

7. The method of optimized monitoring and securing as claimed in claim 1, wherein the camera shots transmit the streams of images and audio to at least one fixed visualization medium (3A) located in the piloting station (3) of the vehicle (1).

8. The method of optimized monitoring and securing as claimed in claim 1, wherein the modes and the configurations (61 to 66) of the visualization medium (2T, 3A) are chosen by a commercial/technical crew member who manages said medium (2T, 3A) depending on the phase of transportation, especially depending on the flight phase for an airplane (1).

9. The method of optimized monitoring and securing as claimed in claim 1, wherein the visualization medium (2T, 3A) identifies by biometrics or by code each crew member authorized to use that medium with predefined configurations (61 to 67) for that crew member, depending on their duties.

10. The method of optimized monitoring and securing as claimed in claim 1, wherein, in the event that the vehicle is an airplane (1), the configuration of the visualization medium is fixed in an automatic configuration (61) during the critical flight phases of takeoff, landing, and/or turbulence, as a function of status data furnished by the avionics unit or furnished by geolocation in connection with the data of the A/C repeaters.

11. The method of optimized monitoring and securing as claimed in claim 1, wherein the camera shots (21a to 23a, 21b to 23b, 24 to 28) have a variable field of view, in particular a reduced field, a wide field and a panoramic field, activated by action on a control of the visualization medium (2T, 3A) which transmits field of view setting signals to the camera shots (21a to 23a, 21b to 23b, 24 to 26).

12. The method of optimized monitoring and securing as claimed in claim 1, wherein the transmission of images, the transmission of setting signals for the field of view, and the wireless connections to the key elements (6D, 6V) are encrypted.

13. The method of optimized monitoring and securing as claimed in claim 1, wherein a signal consistency correlation between the camera shots (21a to 23a, 21b to 23b, 24 to 28) is established in order to ensure the integrity of the auxiliary situational data (Tx, Hx, Px, Sx, Dx) and, if necessary, the selected degree of secure (Es1 to Es10) or nonsecure (Ens1 to Ens10) status.

14. The method of optimized monitoring and securing as claimed in claim 1, wherein the image data processing capacities are distributed between the camera shots (21a to 23a, 21b to 23b, 24 to 28) and the visualization media (2T, 3A).

15. The method of optimized monitoring and securing as claimed in claim 1, wherein audio/video sequences are recorded based on the selection of a first degree of nonsecure status (Ens1).

16. The method of optimized monitoring and securing as claimed in claim 1, wherein links between the vehicle (1) and the ground furnish updates for the configurations (61 to 67) of the visualization media (2T, 3A).

17. The method of optimized monitoring and securing as claimed in claim 1, wherein starting from a degree of nonsecure status (Ens1 to Ens10), the visualization media (2T, 3A) are cut off according to a mode chosen from the entering of a deactivation code, a double recognition reading, especially of a badge or the like, and an automatic deactivation, after which the visualization media (2T, 3A) switch to recording mode.

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Description

BRIEF DESCRIPTION OF THE FIGURES

[0041] Other characteristics and advantages of the invention will appear from perusal of the following description relating to a detailed exemplary embodiment, making reference to the enclosed figures which show, respectively:

[0042] FIG. 1, a schematic perspective view of an airplane having a transparent skin outfitted with a system of monitoring and securing according to the invention;

[0043] FIG. 2, an interior perspective view of the passenger cabin of the airplane according to FIG. 1;

[0044] FIG. 3, a perspective view of the cockpit of the airplane according to FIG. 1;

[0045] FIG. 4, an interior side view of the cargo of the airplane according to FIG. 1;

[0046] FIG. 5, a schematic cross-sectional view of a video camera of the system according to FIG. 1; and

[0047] FIGS. 6a to 6g, different configurations of a visualization tablet of the system according to FIG. 1, respectively in fixed (FIG. 6a), ordinary (FIG. 6b), and thumbnail (FIG. 6c) configurations, in information transmission (FIG. 6d) or transmission to a personalized visualization system (FIG. 6e) configuration, and in passive visualization (FIG. 6f) or active alert (FIG. 6g) configurations.

DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT

[0048] A system of monitoring and securing according to the invention, making reference to the schematic perspective view of FIG. 1, outfits an airplane 1—presented with a transparent skin in order to visualize the interior—comprising in particular a passenger cabin 2, a piloting cockpit 3 and a cargo hold of merchandise being transported 4. In this system, two parallel series of three video cameras 21a to 23a, 21b to 23b, are distributed in the passenger cabin 2 to encompass, in combination, the entire field of view directly accessible to said cabin 2. Moreover, a video camera 24 is installed in the piloting cockpit 3 and two video cameras 25, 26 are installed in the cargo 4.

[0049] The video cameras 21a to 23a, 21b to 23b, 24 to 26 are outfitted with antennas 20A dedicated to the sending/receiving of image streaming signals and they are powered by electrical cables 5. As a variant, certain of the video cameras 21a to 23a, 21b to 23b, 24 to 26 can be connected by cables to provide the image streams. The piloting cockpit 3 is outfitted with a fixed visualization medium 3A for the image streams coming from the video cameras 21a to 23a, 21b to 23b, 24 to 26.

[0050] Advantageously, all the video cameras 21a to 23a, 21b to 23b, 24 to 26 are outfitted with a microphone 20M and a converter of audio 20C (see FIG. 5) into a transmission signal sent by the sending/receiving antennas 20A (see FIG. 5) of said video cameras 21a to 23a, 21b to 23b, 24 to 26.

[0051] Other video cameras 27 and 28 are likewise mounted outside the skin of the airplane 1, beneath a porthole Ha (see FIG. 4), on either side of the cabin 2. These video cameras 27, 28 are provided with diode lighting 59 or, as a variant, associated with such lighting disposed in the vicinity, in order to illuminate at night the elements which are more particularly monitored, namely the flaps V1, V2 of the wings A1, A2, and the engines M1, M2 of the airplane 1 in the present example. The video cameras 27 and 28 are likewise outfitted with sending/receiving antennas 20A located in the cabin 2.

[0052] In the passenger cabin 2 of FIG. 2, the image streams of the video cameras 21a to 23a, 21b to 23b are captured by sending/receiving antennas 20A of electronic visualization tablets 2T, serving as visualization media and held by the members of the commercial personnel P1. Moreover, these electronic tablets 2T are in wireless link with the smoke/fire detectors 6D, as well as the controls 6V for locking/unlocking the cabin doors namely the main entry/exit door of the airplane 7 (see FIG. 3), the access door to the cockpit 8, the bathroom doors 9 and the emergency evacuation doors 10.

[0053] The wireless links, generally speaking, are realized in radio frequency bands dedicated to transmission preferably by WIFI, but also in the DVB-T or DVB-T2 format, or else in amplitude modulation of LIFI type in the frequency band of visible light or even the near infrared.

[0054] The video cameras 21a to 23a, 21b to 23b, 24 to 26 here (see FIG. 1) are here digital CCD cameras with sensors which are photosensitive in a spectral band able to switch between an infrared band and a visible/near infrared band. The near infrared lighting allows a discreet lighting, particularly useful in nighttime mode.

Alternatively, sensitive digital CCD video cameras used in the visible/near infrared spectral band are supplemented with thermal video cameras, making it possible to track a significant and rapid evolution of the temperature in a precise zone, such as where a gathering of persons is taking place or in the cargo to track an abnormal rise in the temperature.

[0055] Furthermore, one of the video cameras 21a to 23a, 21b to 23b or, alternatively, a supplemental camera is mobile and has an autonomous battery power supply. Such a mobile video camera can be moved into a particular zone of the cabin, for example, in order to display the galley 15, a seat Sn where a sick passenger (or one likely to become sick) is located, a child alone, an elderly person, or a special equipment item, etc., requiring constant attention.

[0056] Moreover, the tablets 2T are likewise in wireless link with a metal detector gate integrated in a frame 2E separating the passenger entrance area 2A (cf. FIG. 1) from the passenger seating space 2B making up most of the cabin 2.

[0057] Moreover, in the piloting cockpit 3 of the airplane 1, illustrated in FIG. 3, and accessible through the door 8, the visualization medium 3A for image streams coming from the video cameras 21a to 23a, 21b to 23b, 24 to 28 (see FIG. 1) is a fixed display handset, installed on a base 3E of the cockpit 3. Alternatively, this handset can be removable.

[0058] The display handset 3A is in wired link L1 with a router 12, situated in the cabin 2, which receives the audio and image signals of the video cameras. A server 11 is likewise connected to the router 12 by the cable L1. Alternatively, the display handset 3A is in wireless link with a sending/receiving antenna 20A like the tablets 2T of the cabin 2 (FIG. 2), and with the smoke/fire detectors 6D, the controls 6V for locking/unlocking the doors 7 to 10 of the cabin 2 (see FIG. 2).

[0059] Making reference to FIG. 4, the cargo 4 of the airplane 1 is outfitted, as well as with video cameras 25 and 26 equipped with a microphone 20M, with two smoke/fire detectors 6D and controls 6V for locking/unlocking the doors/access hatches 41 to the cargo 4. The system according to the invention gives remote access rights to these key elements depending on the duties of the crew member.

[0060] Generally speaking (with reference to FIGS. 1 to 4), the video cameras 21a to 23a, 21b to 23b, 24 to 28 have mechanical, optical and electronic means (see FIG. 5) of variation of the field of view and zoom, these means being controlled by wireless link from the visualization media, the tablets 2T of the cabin 2 and the display handset 3A of the cockpit 3. Advantageously, the connections of the visualization media 2T, 3A to the key elements, to the video cameras and to other media (such as the cabin intercom data system, described below) are encrypted. In the remainder of the text, the common reference to the visualization media 2T, 3A refers to FIG. 1, 2 or 3 where these references 2T or 3A appear.

[0061] Moreover, the digital data processing of images and audio, as well as the recording of this data, is distributed between processing modules outfitting the video cameras 21a to 23a, 21b to 23b, 24 to 28, the visualization media, tablet 2T and display handset 3A, and the server 11 advantageously located in the cockpit (see FIG. 3), for linking with a ground base via the router 12.

[0062] Referring to the schematic cross-sectional view of FIG. 5, the video camera 20, which can serve as a video camera 21a to 23a, 21b to 23b, 24 to 26 depending on the exemplary embodiment, comprises: a variable focus lens 51, an adjustment ring for the field of view 52, an electronics box 53 containing a charge coupled device (CCD) photosensitive sensor 53c connected to a digital signal processing card 54. At the output of the video camera, a sending/receiving antenna 20A sends video signals and receives control signals from the electronic visualization media 2T, 3A. The video camera is equipped with a microphone 20M, connected to a card 20C for converting audio into a signal transmitted to the digital processing card 54, as well as a diode lighting system 59. The video camera 20 is likewise equipped with temperature 55 and pressure 56 probes, these probes being connected to the digital processing card 54. The audio converter card 20C and the digital processing card 54 form a digital data processing module 50.

[0063] This processing module 50 for image data and audio signals provides to the electronic visualization media 2T, 3A not only image and audio streams, but also auxiliary internal visibility data as a function of the smoke content, the temperature, the pressure and the duration for automated monitoring. Such a processing is used in the active monitoring configuration, especially in automatic parametrization, to provide alarms and modulated alerts as a function of the degree of non-secure status of the enclosure and the flight phase, as will be explained below.

[0064] Moreover, the data on altitude, temperature and pressure inside and outside of the apparatus is furnished to the visualization media 2T and 3A, along with the data on geolocation coming from an avionics unit and transmitted to the visualization media 2T, 3A by WIFI communication via internal transponders in A/C modes. Alternatively, a transponder of the avionics unit sends a GPS signal in the cabin via a repeater which is read by GPS chips integrated in the visualization media 2T, 3A.

[0065] The visualization media are thus interconnected with the cabin intercom data system (CIDS). The CIDS makes it possible to control the comfort elements of the cabin (lighting, ventilation, pressurization, link to the doors). The visualization media 2T and 3A thus enable remote control of the data furnished by the CIDS.

[0066] During the various phases of a flight, the visualization media 2T and 3A are used in the following way.

[0067] Before takeoff, each crew member places their dedicated visualization medium 2T and 3A in operation, and unlocks this medium by the double reading of a personal badge. Alternatively, the visualization medium 2T and 3A is unlocked by a biometric recognition unit or by entering a personalized code. The crew members verify the functioning of the different configurations of the visualization media 2T and 3A. Depending on the duties of the crew member, the level of access to the different configurations is modulated.

[0068] During the takeoff phase, as defined by the data of status—acceleration, change in altitude, trajectory—furnished by the avionics unit or alternatively by the repeaters, the display of the visualization media 2T and 3A is regulated in fixed manner, as illustrated by FIG. 6a, in a display mode in automatic fixed configuration 61 known as a “takeoff” configuration. This fixed configuration, whether during takeoff or during any critical flight phase (turbulence or landing phases), makes it possible to receive information coming from the cockpit or from the ground. In fixed configuration, the tablets 2T are advantageously fixed in the cabin in a suitable location—for example, a vertical separation partition C1—facing the crew members who are seated on the dedicated seats S1, S2 (see FIG. 3).

[0069] When the takeoff phase is finished, the display of the visualization media 2T and 3A is then freed up by the internal data processing module of the medium 2T or 3A. The crew member can switch to an ordinary configuration 62 or a thumbnail configuration 63 of the images furnished by the video cameras 21a to 23a, 21b to 23b, 24 to 26 to 28, as shown respectively by FIGS. 6b and 6c. The moving between the ordinary 62 and thumbnail 63 configurations is done manually by a dedicated control 13, provided in the internal data processing module of said medium 2T or 3A.

[0070] Alarms can be triggered by the tablet 2T upon detection of an anomaly from this stage on or at a more advanced stage, with non-secure statuses corresponding to an active alert configuration (see FIG. 6g). For example, in the ordinary configuration of FIG. 6b displaying the cabin from a blank camera (or in the active alert configuration of FIG. 6g in connection with the alarm Aa), zones where anomalies appear, an open luggage bin 62a or a person 62b moving around during turbulence, are surrounded by red rectangles, respectively R1 and R2, to be sent to the crew member who is ready to take action.

[0071] Other configurations illustrated respectively by FIGS. 6d to 6g can then be displayed by grouping into appropriate modes.

[0072] In communication mode, a configuration of transmission of information 64 (FIG. 6d) of auxiliary data is transmitted to the other visualization media 2T or 3A, this data possibly being accompanied by personal observations made on the images provided by the video cameras 21a to 23a, 21b to 23b, 24 to 26 to 28.

[0073] Still in communication mode, a dissemination configuration 65 (FIG. 6e) triggers an insertion of priority security information in the “entertainment” programs on the electronic equipment of the passenger seats. These communications are encrypted.

[0074] In monitoring mode, a passive display configuration chosen from the configurations of fixed, ordinary, and thumbnail display (FIGS. 6a to 6c) and a configuration of comparison of data 66 (FIG. 6f) based on information furnished by geolocation and analysis of the image and audio streams transmitted to the visualization media 2T and 3A. In this latter configuration 66, the variations in the auxiliary data are detected and provided by the image and audio data processing module of the cameras, from the avionics unit, and/or from the geolocation in combination with the data of the repeaters: variations in internal and external temperatures Tx.sub.i and Tx.sub.e, for example, those of the galleys, in the altitude Hx, in the internal and external pressures Pxi and Pxe, data on the audio level Sx, the visibility Vx, and/or determination of the time Dx elapsed since the start of an event Ex able to significantly modify the stream of images from one and the same camera shot: a passenger leaves their seat or returns to it, a crew member moves into the field, people group together, a locking status of a door of the bathrooms.

[0075] A signal consistency correlation between the camera shots is established in order to ensure the integrity of the values of the auxiliary data. The auxiliary situational data is then compared against values of data of the same type, recorded in the processing module. These values show modulated degrees of securing statuses ranging from a perfectly secure status Es1 to an only just secure status Es10, then from a temporary nonsecure status Ens1 to a totally nonsecure status Ens10. Depending on the securing status of the actual situation in the cabin 2, the cockpit 3 or the cargo 4 (FIG. 1), a secure or nonsecure status is selected between Es1 and Ens10. The degrees of nonsecure status selected by different visualization media 2T or 3A are compared to ensure the integrity of a selected nonsecure status by correlation.

[0076] Audio/video sequences are automatically recorded from the selection of the first degree of nonsecure status Ens1 onward, these recordings will make it possible to produce means of investigation or to fill a base for analysis of critical situations. For example, the nonsecure status Ens1 might be a person who leaves their seat during a phase of turbulence when it is specifically mandatory for all passengers to remain seated with their seatbelt buckled. Advantageously, alarms Al sent from tablets 2T will automatically alert the crew members of such situations justifying classification as nonsecure status. For example, if a visibility Vx is below a given threshold, an alarm is triggered.

[0077] Moreover, again starting with nonsecure status Ens1, the visualization medium 2T or 3A switches to the active alert configuration 67 (FIG. 6g) in which modulated actions Am are proposed: the triggering of a sprinkler and/or the inerting of a waste item or a package in the vicinity of the fire/smoke detectors 6D (see FIG. 2), the locking of one of the doors 7 to 10 (see FIGS. 2 and 3), the blocking of access to the galley, an alert at the ground base. Thus, any potential danger should be considered in the course of its neutralization.

[0078] Modulated actions are then automatically triggered as of the selection of an elevated nonsecure status, status Ens5 in the example.

[0079] Starting with the selection of the nonsecure status Ens7, the visualization media are switched off by the entering of a deactivation code or, alternatively, by a double reading of a badge or a biometric measurement, or else by an automatic deactivation, and then the visualization media 2T and 3A switch to recording mode.

[0080] In the other critical flight phases—in event of turbulence or during landing—the configuration of the visualization media 2T and 3A switches to the automatic fixed configuration for takeoff.

[0081] The invention is not limited to the examples described or represented. For example, it is advantageous to utilize the links between the airplane and the ground to provide updates for the configurations of the visualization media.

[0082] Moreover, the number and the distribution of the video cameras or the visualization media are adapted to the architecture of the enclosures. The wireless connections have two-way transmission, so that the visualization media can receive the data from the sensors/key elements and send commands to these sensors/key elements.