Patent Application
20160155337
Embodiments of the subject matter described herein relate generally to aircraft display systems and methods of operating aircraft display systems. More particularly, embodiments of the subject matter described herein relate to integrated controller-pilot datalink communication systems and methods for operating the same.
The standard method of communication between an air traffic controller and a pilot of an aircraft is voice radio, using either VHF bands for line-of-sight communication or HF bands for long-distance communication. One of the major problems with voice radio communications used in this manner is that all pilots being handled by a particular controller are tuned to the same frequency. As the number of flights air traffic controllers must handle is steadily increasing, the number of pilots tuned to a particular station also increases. This increases the chances that one pilot will accidentally override another, thus requiring the transmission to be repeated. In addition, each exchange between a controller and pilot requires a certain amount of time to complete; eventually, as the number of flights being controlled reaches a saturation point, the controller will not be able to handle any further aircraft. Thus, a new strategy is needed to cope with increased demands on air traffic control, and data link based communications offers a possible strategy by increasing the effective capacity of the communications channel.
Controller-pilot data link communication (CPDLC) is a means of communication between controller and pilot, using data link for air traffic control (ATC) communication. The CPDLC application provides air-ground data communication for the ATC service. This includes a set of clearance/information/request message elements that correspond to voice phraseology employed by air traffic control procedures. The controller is provided with the capability to issue flight level assignments, crossing constraints, lateral deviations, route changes and clearances, speed assignments, radio frequency assignments, and various requests for information. The pilot is provided with the capability to respond to messages, to request clearances and information, to report information, and to declare/rescind an emergency. The pilot is, in addition, provided with the capability to request conditional clearances (downstream) and information from a downstream air traffic service unit (ATSU). A “free text” capability is also provided to exchange information not conforming to defined formats. An auxiliary capability is provided to allow a ground system to use data link to forward a CPDLC message to another ground system.
With CPDLC, there is increased communication between ATC and the pilot via text, and thus reduced communication over VHF or HF. As more applications are developed for CPDLC, the CPDLC operations can be performed from various applications or devices connected to the onboard avionics. For example, current CPDLC operations can be performed from the multifunction control display unit (MCDU), forward looking displays, and the guidance panel, among others as are known in the art. With existing avionics architectures and setups, the entire CPDLC operation has to be performed on one of the aforesaid avionics devices/applications. That is, the pilot does not have a choice to choose the best modality in constructing or acknowledging a CPDLC message. Each modality (knob turn/button press/cursor move and click/touch) have their own advantages and disadvantages. As such, current CPDLC-enabled avionics systems are not “integrated” in the sense that they are not able to cooperate with one another to allow the pilot to select the best system(s) to construct or respond to a CPDLC message.
Accordingly, it would be desirable to provide systems and methods that enable an aircraft pilot greater freedom of choice in constructing or responding to CPDLC messages using one or more CPDLC-enabled avionics systems most suitable for a given CPDLC context. Moreover, it would be desirable to provide systems and methods that reduce pilot workload and response time in constructing or responding to CPDLC messages. Furthermore, other desirable features and characteristics of the exemplary embodiments will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description section. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
Integrated controller-pilot datalink communication (CPDLC) systems and methods for operating the same are disclosed. In one exemplary embodiment, an integrated CPDLC system includes a plurality of CPDLC-enabled avionics devices and a CPDLC context manager coupled with each of the plurality of CPDLC-enabled avionics devices. The CPDLC system further includes a shared CPDLC context memory coupled with the CPDLC context manager and a CPDLC message in/out buffer coupled with the CPDLC context manager.
In another exemplary embodiment, a method for operating an integrated CPDLC system includes the steps of activating a CPDLC mode in each of a plurality of CPDLC-enabled avionics devices and constructing a CPDLC message using one or more of the CPDLC-enabled avionics devices. The method further includes communicating the CPDLC message to a CPDLC communications unit using a CPDLC context manager.
In yet another exemplary embodiment, a method for operating an integrated CPDLC system includes the steps of receiving a CPDLC message at a CPDLC communications unit and activating a CPDLC mode in one or more of a plurality of CPDLC-enabled avionics devices using a CPDLC context manager. The method further includes displaying the CPDLC message on each of the one or more of the plurality of CPDLC-enabled avionics devices.
A more complete understanding of the subject matter may be derived from the following detailed description taken in conjunction with the accompanying drawings, wherein like reference numerals denote like elements, and wherein:
The following Detailed Description is merely exemplary in nature and is not intended to limit the embodiments of the subject matter or the application and uses of such embodiments. As used herein, the word “exemplary” means “serving as an example, instance, or illustration.” Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over any other implementations. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding Technical Field, Background, Brief Summary, or the following Detailed Description.
Techniques and technologies may be described herein in terms of functional and/or logical block components and with reference to symbolic representations of operations, processing tasks, and functions that may be performed by various computing components or devices. Such operations, tasks, and functions are sometimes referred to as being computer-executed, computerized, software-implemented, or computer-implemented. In practice, one or more processor devices can carry out the described operations, tasks, and functions by manipulating electrical signals representing data bits at memory locations in the system memory, as well as other processing of signals. The memory locations where data bits are maintained are physical locations that have particular electrical, magnetic, optical, or organic properties corresponding to the data bits. It should be appreciated that the various block components shown in the figures may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. For example, an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
The following descriptions may refer to elements or nodes or features being “coupled” together. As used herein, unless expressly stated otherwise, “coupled” means that one element/node/feature is directly or indirectly joined to (or directly or indirectly communicates with) another element/node/feature, and not necessarily mechanically. Thus, although the drawings may depict one exemplary arrangement of elements, additional intervening elements, devices, features, or components may be present in an embodiment of the depicted subject matter. In addition, certain terminology may also be used in the following description for the purpose of reference only, and thus are not intended to be limiting.
For the sake of brevity, conventional techniques related to graphics and image processing, navigation, flight planning, aircraft controls, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in an embodiment of the subject matter.
It should be understood that
In an exemplary embodiment, the display device 102 is coupled to the graphics module 114. The graphics module 114 is coupled to the processing controller 112, and the processing controller 112 and the graphics module 114 are cooperatively configured to display, render, or otherwise convey graphical representations or images on the display device 102. As stated previously, navigational system 104 includes an inertial reference system 118, a navigation database 120, and at least one wireless receiver 122. Inertial reference system 118 and wireless receiver 122 provide controller 112 with navigational information derived from sources onboard and external to the host aircraft, respectively. More specifically, inertial reference system 118 provides controller 112 with information describing various flight parameters of the host aircraft (e.g., position, orientation, velocity, etc.) as monitored by a number of motion sensors (e.g., accelerometers, gyroscopes, etc.) deployed onboard the aircraft. By comparison, and as indicated in
Navigation database 120 includes various types of navigation-related data stored therein. In a preferred embodiment, navigation database 120 is an onboard database that is carried by the aircraft. The navigation-related data includes various flight plan related data such as, for example, and without limitation: locational data for geographical waypoints; distances between waypoints; track between waypoints; data related to different airports; navigational aids; obstructions; special use airspace; political boundaries; communication frequencies; and aircraft approach information.
Controller 112 is coupled to the navigation system 104 for obtaining real-time navigational data and/or information regarding operation of the aircraft to support operation of the display system 100. In an exemplary embodiment, the communications and datalink system 106 is coupled to the controller 112 and configured to support communications to and/or from the aircraft, as is appreciated in the art. The controller 112 is also coupled to the flight management system 108, which in turn, may also be coupled to the navigation system 104 and the communications and datalink system 106 for providing real-time data and/or information regarding operation of the aircraft to the controller 112 to support operation of the aircraft. In an exemplary embodiment, the user interface 110 is coupled to the controller 112, and the user interface 110 and the controller 112 are cooperatively configured to allow a user to interact with display device 102 and other elements of display system 100, as described in greater detail below.
In an exemplary embodiment, the display device 102 is realized as an electronic display configured to graphically display flight information or other data associated with operation of the aircraft under control of the graphics module 114. In an exemplary embodiment, the display device 102 is located within a cockpit of the aircraft. It will be appreciated that although
In an exemplary embodiment, the navigation system 104 is configured to obtain one or more navigational parameters associated with operation of the aircraft. The navigation system 104 may be realized as a global positioning system (GPS), inertial reference system (IRS), or a radio-based navigation system (e.g., VHF Omni-directional radio range (VOR) or long range aid to navigation (LORAN)), and may include one or more navigational radios or other sensors suitably configured to support operation of the navigation system 104, as will be appreciated in the art. In an exemplary embodiment, the navigation system 104 is capable of obtaining and/or determining the instantaneous position of the aircraft, that is, the current location of the aircraft (e.g., the latitude and longitude) and the altitude or above ground level for the aircraft. The navigation system 104 may also obtain and/or determine the heading of the aircraft (i.e., the direction the aircraft is traveling in relative to some reference).
In an exemplary embodiment, the communications and datalink system 106 is suitably configured to support communications between the aircraft and another aircraft or ground location (e.g., air traffic control) either via voice commands or data messaging. In this regard, the communications and datalink system 106 may be realized using a radio communication system or another suitable data link system. In an exemplary embodiment, the communications and datalink system 106 includes a CPDLC communications unit 201, as will be described in greater detail below. The flight management system 108 (or, alternatively, a flight management computer) is located onboard the aircraft. Although
The controller 112 and/or graphics module 114 are configured in an exemplary embodiment to display and/or render information on the display device 102 to allow a user (e.g., via user interface 110) to review various aspects (e.g., estimated flight time, rates of ascent/descent, flight levels and/or altitudes, and the like) of the flight plan. The controller 112 generally represents the hardware, software, and/or firmware components configured to facilitate the display and/or rendering of a navigational map on the display device 102 and perform additional tasks and/or functions described in greater detail below. Depending on the embodiment, the controller 112 may be implemented or realized with a general purpose processor, a content addressable memory, a digital signal processor, an application specific integrated circuit, a field programmable gate array, any suitable programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof, designed to perform the functions described herein. The controller 112 may also be implemented as a combination of computing devices, e.g., a combination of a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other such configuration. In practice, the controller 112 includes processing logic that may be configured to carry out the functions, techniques, and processing tasks associated with the operation of the display system 100, as described in greater detail below. Furthermore, the steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in firmware, in a software module executed by the controller 112, or in any practical combination thereof.
The graphics module 114 generally represents the hardware, software, and/or firmware components configured to control the display and/or rendering of a navigational map on the display device 102 and perform additional tasks and/or functions described in greater detail below. In an exemplary embodiment, the graphics module 114 accesses one or more databases 116 suitably configured to support operations of the graphics module 114, as described below. In this regard, the database 116 may comprise a terrain database, a weather database, a flight plan database, an obstacle database, a navigational database, a geopolitical database, a terminal airspace database, a special use airspace database, or other information for rendering and/or displaying content on the display device 102, as described below. It will be appreciated that although
The aircraft display system described above may further include an integrated, context-aware CPDLC system 200 as shown and described with respect to
The CPDLC communications unit 201 is coupled to a speaker 205 and to a CPDLC activation key 202, which in some embodiments may be referred to as a CPDLC “hot key.” Pressing the CPDLC activation key 202 activates all subscribed avionics systems to switch to an integrated CPDLC mode. As shown in
The implementation and use of the CPDLC activation key 202 creates a continuity of operation for a common objective across the various subscribed avionics devices/applications 210.
With reference now to
For example, the notification and messaging architecture 400 may be employed to respond to an ATC message in the following manner. Once the complete message is available in the shared CPDLC context memory 403, the CPDLC context manager 401 copies the message to CPDLC message in/out buffer 405, which is then transmitted to the CPDLC communications unit 201 for further processing. In another example, the notification and messaging architecture 400 may be employed to receive an ATC message in the following manner. When the communications unit 201 receives a new CPDLC message from ATC, it transmits the newly-received CPDLC message to the CPDLC message in/out buffer 405 and notifies the CPDLC context manager 401. The CPDLC context manager 401 notifies all the subscribers 210 via the CPDLC messaging architecture 400. Each of the subscribers 400 decodes the received CPDLC message and switches to the CPDLC mode of operation. If a specific CPDLC message is not applicable to a subscriber, the subscriber ignores the message. For example, if the CPDLC message is: “CLIMB TO FL200 AND MAINTAIN ALTITUDE,” the display device 102, MCDU 110, and glareshield 212 may switch to CPDLC mode of operation while the radio panel 211 may not do so. Alternately, the context manager 401 may parse the received CPDLC message and notify relevant/applicable subscribers individually, which will then switch to the CPDLC mode.
Accordingly, once in the CPDLC mode, any of the subscribed devices 210 may be used for CPDLC communications. For example, in operation, CPDLC communications unit 201 receives a CPDLC uplink including one or more individual message elements. For each message element, the CPDLC communications unit 201 along with CPDLC context manager 401 extracts a message element ID and generates a series of displays or other outputs for displaying their corresponding messages and prompting a valid response via subscribed avionics devices 210. Optionally, extracted message elements ID(s) can be used to populate a table that includes information and attributes such as, but not limited to the priority, alert level and response type for each element, these attributes may activate features and functions in subscribed avionics devices 210.
In one embodiment, CPDLC context manager 401 may operate to display messages to the pilot, and prompts for valid responses, using any of the subscribed avionics devices 210. For example, using the example shown in
The present disclosure is now illustrated by the following non-limiting examples. It should be noted that various changes and modifications can be applied to the following examples and processes without departing from the scope of this invention, which is defined in the appended claims. Therefore, it should be noted that the following examples should be interpreted as illustrative only and not limiting in any sense.
Step 1: Push CPDLC activation key 202
Step 2: Dial altitude knob on glareshield 212 to 50,000 ft.
Step 3: Select waypoint “GUP” on display device 102 using cursor control device or touch device (note: display device 102 automatically would have switched to CPDLC mode as it is a subscriber)
Step 4: Review the message on display device 102
Step 5: Click “send” button on display device 102
Step 6: Pilot disengages CPDLC mode or CPDLC mode times out
Step 1: Push CPDLC activation key 202
Step 2: Select waypoint “GUP” on display device 102 using cursor control device or touch device
Step 3: Dial altitude knob on glareshield 212 to 50,000 ft.
Step 4: Review the message on MCDU 110 scratchpad (note: MCDU 110 would have automatically switched to CPDLC page and shows relevant text as it is a subscriber)
Step 5: Press “send” button line select key on MCDU 110 display
Step 6: Pilot disengages CPDLC mode or CPDLC mode times out
Step 7: MCDU 110 reverts to the previous altitude displayed in the altitude window
Step 1: Pilot hears a chime (e.g., from speaker 205) for new message from ATC
Step 2: Push CPDLC activation key 202
Step 3: The display device 102 enters CPLDC mode and shows pending vertical flight plan (climbing to 50000 ft at waypoint “DAISY”)
Step 4: Pilot reviews and selects WILCO button on display device 102
Step 5: Pilot disengages CPDLC mode or CPDLC mode times out
Step 1: Pilot hears a chime (e.g., from speaker 205) for new message from ATC
Step 2: Push CPDLC activation key 202
Step 3: MCDU 110 page switches to CPDLC mode and shows CPDLC message and flight plan edited for 50,000 ft. climb at waypoint “DAISY” (in edit color) and a WILCO/UNABLE option (in edit color)
Step 4: Pilot chooses the line select key next to WILCO on MCDU 110
Step 5: Pilot disengages CPDLC mode or CPDLC mode times out
Step 6: MCDU 110 reverts to the previous altitude displayed in the altitude window
Accordingly, described herein have been embodiments that relate to integrated controller-pilot datalink communication systems and methods for operating the same. The described embodiments provide systems and methods that enable an aircraft pilot greater freedom of choice in constructing or responding to CPDLC messages using one or more CPDLC-enabled avionics systems most suitable for a given CPDLC context. Moreover, the described embodiments provide systems and methods that reduce pilot workload and response time in constructing or responding to CPDLC messages.
While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or embodiments described herein are not intended to limit the scope, applicability, or configuration of the claimed subject matter in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the described embodiment or embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope defined by the claims, which includes known equivalents and foreseeable equivalents at the time of filing this patent application.
