Patent Grant
7256710
The present invention is directed generally toward methods and systems for graphically displaying the sources for and natures of aircraft flight control instructions.
Modern commercial aircraft make extensive use of computer systems to control aircraft behavior, plan and execute flights, and display information to the pilots during flight operations.
Additional instrumentation is presented at a mode control panel (MCP) 11 positioned on a glare shield 42 of the flight deck 40, and at control and display units (CDUs) 13 positioned on the control pedestal 45. The MCP 11 can receive tactical pilot inputs for automatically controlling the target to which the aircraft is directed (e.g., inputs that are implemented when the pilot authorizes them, for example, by pressing a knob). The CDUs 13 can provide an input/output link to a flight management computer 12 that provides automatically implemented strategic targets of the flight (e.g., flight targets toward which the aircraft is directed in a manner that is initiated automatically when the aircraft achieves a particular altitude or other threshold condition, and which can form portions of a pre-determined flight plan).
When the aircraft is controlled automatically, either to targets received from the MCP 11 or the FMC 12, the instructions for controlling the aircraft often include a pre-defined mode (e.g., a pre-defined flight behavior during climb, descent, cruise, or maneuvers) and a target (e.g., an altitude target, waypoint, or directional heading). Accordingly, the instructions identify a target in space and a manner for achieving the target. The modes are typically displayed at the PFDs 41, while the planned route of the aircraft, including waypoint targets, is displayed at the navigation display 20. For example, referring now to
One characteristic of the foregoing arrangement is that the flight mode annunciators or identifiers are typically displayed at the primary flight display 41, while the route of the aircraft is displayed at the navigation display 20. Accordingly, the connection between particular modes by which the aircraft will be flown and the point at which the aircraft will begin flying in accordance with those modes may not be immediately apparent to the pilot and may require that the pilot take extra time to understand this relationship. Furthermore, the flight mode annunciators may have different meanings depending upon whether they correspond to targets received from the MCP 11, or targets received from the FMC 12. Still further meanings are possible depending on what phase of flight the aircraft is currently in (e.g., climb, descent, cruise, etc.). Instructions entered at the MCP 11 (e.g., via an MCP-based altitude knob) may also have different effects depending on the current state of the aircraft. Accordingly, it may take the pilot additional time to understand what the aircraft is currently doing, and/or what the aircraft will do when it changes from one mode to another.
The foregoing arrangement can suffer from additional drawbacks, all of which can increase the amount of time required by the pilot to understand current and upcoming aircraft behavior. For example, it may not be readily apparent to the pilot whether the aircraft will level off to meet an FMC-dictated altitude restriction, or continue along a current climb route in accordance with an MCP-dictated directive. In particular, it may not be readily apparent to the pilot where, when and how the aircraft will transition from an instruction originating from the MCP 11 to an instruction originating from the FMC 12, and vice versa.
The present invention is directed generally toward methods and systems for graphically displaying sources for and natures of aircraft flight control instructions. A computer-implemented method in accordance with one aspect of the invention includes displaying at a display medium a map of a region at least proximate to an aircraft, and displaying an aircraft indicator at least proximate to the map, with the aircraft indicator identifying a current location of the aircraft. The method can further include updating a location of the aircraft indicator relative to the map as the aircraft executes a flight, and displaying at least proximate to the map an indication of a current mode by which a path of the aircraft is currently being automatically controlled.
In further aspects of the invention, the method can also include displaying a flight plan route, with the flight plan route including at least one segment to be initiated automatically when the aircraft meets a threshold condition. When the aircraft is not being automatically controlled to the flight plan route, the method can include displaying a current route to which the aircraft is being automatically controlled. The method can further include displaying an indication of where the current route will transition to the flight plan route.
A system in accordance with another aspect of the invention can include a flight guidance computer that in turn includes a first portion configured to receive instructions for flight segments to be automatically initiated upon authorization by an operator. The first portion can include an input device to receive an authorization input from the operator. The flight guidance computer can further include a second portion configured to receive and store instructions for flight segments to be initiated at future times upon meeting corresponding threshold conditions. A computer-readable medium can have contents capable of displaying a map of a region at least proximate to the aircraft, and displaying at least proximate to the map an indication of which flight mode the aircraft will enter when the operator authorizes an altitude target at the input device.
The following disclosure describes systems and methods for displaying aircraft control information aboard an aircraft. Certain specific details are set forth in the following description and in
Many embodiments of the invention described below may take the form of computer-executable instructions, such as routines executed by a programmable computer. Those skilled in the relevant art will appreciate that the invention can be practiced on other computer system configurations as well. The invention can be embodied in a special-purpose computer or data processor that is specifically programmed, configured or constructed to perform one or more of the computer-executable instructions described below. Accordingly, the term “computer” as generally used herein includes any processor and can include Internet appliances, hand-held devices (including palm-top computers, cellular or mobile phones, multiprocessor systems, processor-based or programmable consumer electronics, minicomputers and the like).
The invention can also be practiced in distributed computing environments, in which tasks or modules are performed by remote processing devices that are linked with a communications network. In a distributed computing environment, program modules or subroutines may be located in both local and remote memory storage devices. Aspects of the invention described below may be stored or distributed on computer-readable media, including magnetic or optically readable computer disks (e.g., removable disks) as well as distributed electronically over networks. Data structures and transmissions of data particular to aspects of the invention are also encompassed within the scope of the invention. Information handled in accordance with aspects of the invention can be presented at displays or display media, for example, CRT screens, LCD screens, head-up displays, or other suitable devices.
In a particular aspect of this embodiment, the first portion 211 can include a mode control panel (MCP) and can accordingly receive authorization to implement control instructions via an operator input O. The second portion 212 can include a flight management computer or system (FMC or FMS) and can accordingly include a flight plan list of flight segments that are automatically initiated when a threshold condition T (e.g., altitude or waypoint) is met. In other embodiments, the first portion 211 and the second portion 212 can include other devices and/or arrangements, e.g., the first portion 211 can include autoflight computers, autopilots, and/or autothrottles. In any of these embodiments, the flight guidance computer 214 can be linked to one or more aircraft control systems 201, shown in
The display 320a can further include an aircraft indicator 324 identifying the current location of the aircraft relative to the terrain 325 over which the aircraft is flying. A flight path angle trend indicator 323 identifies the current trajectory of the aircraft, and a route indicator 327 identifies the route (e.g., part of the aircraft flight plan) along which the aircraft is being flown. The flight path angle trend indicator 323 may differ from the route indicator 327 as a result of transitory changes in aircraft pitch angle caused by turbulence or other conditions. As the aircraft flies along its route, the position of the aircraft indicator 324 relative to the terrain 325 and the route indicator 327 can be automatically updated to keep the operator apprised of the aircraft's current position.
The display 320a can also include information corresponding to current and future targets and modes by which the aircraft is projected to achieve those targets. For example, the display 320a can include a current target indicator 321a identifying the waypoint to which the aircraft is currently being directed, and a next target indicator 321b identifying the target to which the aircraft will be directed once the current target has been attained. A current mode indicator 328a identifies the mode by which the aircraft will be directed toward the current target (e.g., “VNAV SPD”), and a next mode indicator 328b identifies the mode by which the aircraft will be directed toward the next target (e.g., “VNAV PTH”). As used herein, the term “mode” can refer to any pre-identified flight behavior that the operator can select to achieve a particular target. The modes flown by the aircraft can be received from the first portion 211 (e.g., the MCP) of the system 210 described above with reference to
The current mode indicator 328a can be presented in a manner different than that of the next mode indicator 328b. For example, the font of the current mode indicator 328a can be different than the font of the next mode indicator 328b. In other embodiments, other aspects of the mode indicators 328 can be different (e.g., the color). For purposes of illustration, the current mode is shown in a bold font in
In some situations, the next mode will not appear at the display 320a because it is beyond the range of the map 335. As shown in
In a particular aspect of this embodiment, the strategic route 427a can be presented in a different manner than the tactical route 427b. For example, the strategic route 427a can be presented in a first color and the tactical route 427b can be presented in another color. For purposes of illustration, the strategic route 427a is identified by a first line thickness and the tactical route 427b is identified by a second, heavier line thickness in the Figures. As is also shown in
The MCP window indicator 326 presented at the display 420a can include an MCP window value 431 (e.g., 8,000 feet as shown in
In
In other embodiments, target information other than that associated with pitch modes can be displayed in addition to, or in lieu of, the pitch modes described above. For example, as shown in
An advantage of the foregoing feature is that it can more clearly identify to the operator the effect of providing a particular input at the MCP. In particular, the MCP altitude knob 218 can have, in some cases, up to seven possible effects when it is activated, depending upon the current state of the aircraft. These effects include initiating a climb, initiating a descent, eliminating an altitude constraint at a waypoint, changing a cruise altitude value, initiating a climb to a new cruise altitude, initiating a descent to a new cruise altitude, or no effect at all. By providing a clear textual indication to the operator, the system can reduce the time required by the operator to determine the effect of activating the MCP input device and can accordingly increase the efficiency with which the operator flies the aircraft.
The message field 360 can also include a flight phase field 767 that identifies the phase of flight in which the aircraft is currently engaged. This phase can include, for example, “ground” (indicating that the aircraft is on the ground), “TO” (indicating that the aircraft is at takeoff), “CLB” (indicating that the aircraft is climbing), “CRZ” (indicating that the aircraft is at cruise), “CRZ CLB” (indicating that the aircraft is climbing to a new cruise altitude), “CRZ DES” (indicating that the aircraft is descending to a new cruise altitude), “CRZ/Early DES” (indicating that the aircraft is beginning an early descent from cruise), “DES” (indicating that the aircraft is in descent), “APP” (indicating that the aircraft is on approach), and “missed APP” (indicating that the aircraft is flying a missed approach procedure). This information, particularly when presented proximate to the map 335 and the current and next mode indicators 728a, 728b, can shorten the amount of time required by the operator to determine what the aircraft is doing, why it is doing it, and what the aircraft's next step will be.
In some cases, the aircraft may deviate from the flight plan (e.g., the strategic route) not only vertically but also laterally. When the lateral deviation is significant, the strategic route shown at the elevation view portion of the map may have limited value because it may be positioned over significantly different terrain than the actual flight path of the aircraft. In this case, as shown in
When the aircraft is not being automatically controlled to the flight plan route, the process 910 can include displaying a current route to which the aircraft is being automatically controlled, and displaying an indication of where the current route will transition to the flight plan route if the current route intersects the flight plan route (process portion 920). When the operator authorizes a directive that is not part of the flight plan route (e.g., via an MCP), the process 910 can include displaying a route to which the aircraft will subsequently be controlled to comply with an operator-authorized directive that is not part of the flight plan route (process portion 922). In process portion 924, the system can cease displaying the flight plan route when the location of the aircraft deviates from the flight plan route by at least a threshold amount.
The systems and methods described above can provide a number of advantages over current systems. For example, aspects of the systems and methods described above can more clearly indicate to the operator whether the aircraft is currently flying toward a target that is received from an FMC flight plan, or toward a target that is received from an MCP. This arrangement can also make it more apparent to the operator how a complex mode is being flown. This feature can be supplemented by aspects of the systems and processes that further include identifying the phase of flight in which the aircraft is currently engaged.
Another feature of systems and methods described above is that they can clearly indicate the targets to which the aircraft is currently being directed and will be directed in a subsequent flight segment. This clear indication can reduce the amount of time required by the pilot to understand which of several available target values the aircraft is currently being controlled to.
Yet another feature of systems and methods described above is that they can provide an indication of where the aircraft will make a transition from one mode to another. Where applicable, the system can also identify a connecting link via which the aircraft can reconnect with an existing flight plan, along with information indicating the severity of the maneuver required by the aircraft to make the reconnection. An advantage of this arrangement is that it can ease the operator's workload by making this information more readily apparent, and can accordingly reduce the time required by the operator to make decisions about upcoming changes in the aircraft's trajectory.
Still another feature of systems and methods described above is that they can identify, via textual messages, the result that will occur if the operator enters a particular input, for example, by pushing an MCP altitude knob. An advantage of this arrangement is that it can reduce the operator's uncertainty about what effect he or she will create when entering such an input and can accordingly result in more efficient and appropriate use of the input device.
From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the invention. For example, aspects of the invention described in the context of particular embodiments can be eliminated or combined in other embodiments. Accordingly, the invention is not limited except as by the appended claims.
| Number | Name | Date | Kind |
|---|---|---|---|
| 3191147 | Majendie | Jun 1965 | A |
| 4196474 | Buchanan et al. | Apr 1980 | A |
| 4212064 | Forsythe | Jul 1980 | A |
| 4247843 | Miller | Jan 1981 | A |
| 4274096 | Dennnison | Jun 1981 | A |
| 4325123 | Graham | Apr 1982 | A |
| 4631678 | Angermuller et al. | Dec 1986 | A |
| 4792906 | King | Dec 1988 | A |
| 4860007 | Konicke | Aug 1989 | A |
| 5050081 | Abbott et al. | Sep 1991 | A |
| 5070458 | Gilmore et al. | Dec 1991 | A |
| 5243339 | Graham et al. | Sep 1993 | A |
| 5329277 | Dougan et al. | Jul 1994 | A |
| 5337982 | Sherry | Aug 1994 | A |
| 5416705 | Barnett | May 1995 | A |
| 5420582 | Kubbat | May 1995 | A |
| 5454074 | Hartel | Sep 1995 | A |
| 5475594 | Oder et al. | Dec 1995 | A |
| 5499025 | Middleton et al. | Mar 1996 | A |
| 5519392 | Oder et al. | May 1996 | A |
| 5523949 | Agate et al. | Jun 1996 | A |
| 5668542 | Wright | Sep 1997 | A |
| 5715163 | Bang | Feb 1998 | A |
| 5739769 | Vladimir | Apr 1998 | A |
| 5844503 | Riley et al. | Dec 1998 | A |
| 5875998 | Gleine | Mar 1999 | A |
| 5940013 | Vladimir et al. | Aug 1999 | A |
| 5978715 | Briffe | Nov 1999 | A |
| 5995901 | Owen et al. | Nov 1999 | A |
| 6038498 | Briffe et al. | Mar 2000 | A |
| 6057786 | Briffe | May 2000 | A |
| 6067502 | Hayashida et al. | May 2000 | A |
| 6072473 | Muller et al. | Jun 2000 | A |
| 6085129 | Schardt et al. | Jul 2000 | A |
| 6098014 | Kranz | Aug 2000 | A |
| 6112141 | Briffe et al. | Aug 2000 | A |
| 6118385 | Leard | Sep 2000 | A |
| 6154151 | McElreath et al. | Nov 2000 | A |
| 6175315 | Millard et al. | Jan 2001 | B1 |
| 6188937 | Sherry | Feb 2001 | B1 |
| 6246320 | Monroe | Jun 2001 | B1 |
| 6262720 | Jeffrey | Jul 2001 | B1 |
| 6275172 | Curtis et al. | Aug 2001 | B1 |
| 6278913 | Jiang | Aug 2001 | B1 |
| 6313759 | Musland-Sipper | Nov 2001 | B1 |
| 6314366 | Farmakis et al. | Nov 2001 | B1 |
| 6335694 | Beksa et al. | Jan 2002 | B1 |
| 6346892 | DeMers et al. | Feb 2002 | B1 |
| 6362750 | Castor | Mar 2002 | B1 |
| 6381519 | Snyder | Apr 2002 | B1 |
| 6381538 | Robinson et al. | Apr 2002 | B1 |
| 6389333 | Hansman | May 2002 | B1 |
| 6443399 | Yount et al. | Sep 2002 | B1 |
| 6466235 | Smith et al. | Oct 2002 | B1 |
| 6473675 | Sample | Oct 2002 | B2 |
| 6512527 | Barber et al. | Jan 2003 | B1 |
| 6542796 | Gibbs et al. | Apr 2003 | B1 |
| 6556902 | Ing | Apr 2003 | B2 |
| 6633810 | Qureshi et al. | Oct 2003 | B1 |
| 6636786 | Partel | Oct 2003 | B2 |
| 6668215 | Lafon et al. | Dec 2003 | B2 |
| 6690299 | Suiter | Feb 2004 | B1 |
| 6696980 | Langner et al. | Feb 2004 | B1 |
| 6697718 | Le Draoullec et al. | Feb 2004 | B2 |
| 6707387 | Noguchi et al. | Mar 2004 | B2 |
| 6720891 | Chen | Apr 2004 | B2 |
| 6745113 | Griffin | Jun 2004 | B2 |
| 6753891 | Chohan et al. | Jun 2004 | B1 |
| 6856864 | Gibbs et al. | Feb 2005 | B1 |
| 6870490 | Sherry et al. | Mar 2005 | B2 |
| 6871124 | McElreath | Mar 2005 | B1 |
| 6934608 | Qureshi | Aug 2005 | B2 |
| 6980198 | Gyde et al. | Dec 2005 | B1 |
| 7030892 | Gyde et al. | Apr 2006 | B1 |
| 7142131 | Sikora | Nov 2006 | B2 |
| 20020004695 | Glenn et al. | Jan 2002 | A1 |
| 20020016654 | Ing et al. | Feb 2002 | A1 |
| 20020033837 | Monro | Mar 2002 | A1 |
| 20030025719 | Palmer et al. | Feb 2003 | A1 |
| 20030058134 | Sherry | Mar 2003 | A1 |
| 20030132860 | Feyereisen | Jul 2003 | A1 |
| 20030225492 | Cope et al. | Dec 2003 | A1 |
| 20040059474 | Boorman | Mar 2004 | A1 |
| 20040095466 | Galasso | May 2004 | A1 |
| 20040111192 | Naimer et al. | Jun 2004 | A1 |
| 20040183697 | Rogers et al. | Sep 2004 | A1 |
| 20040254691 | Subelet | Dec 2004 | A1 |
| 20050178903 | Boorman et al. | Aug 2005 | A1 |
| 20060004496 | Tucker et al. | Jan 2006 | A1 |
| Number | Date | Country |
|---|---|---|
| 3315386 | Oct 1984 | DE |
| 0 286 120 | Oct 1988 | EP |
| 0 370 640 | May 1990 | EP |
| 0 489 521 | Nov 1991 | EP |
| 2817831 | Jun 2002 | FR |
| 2848306 | Jun 2004 | FR |
| 886136 | Jan 1962 | GB |
| WO-0224530 | Mar 2002 | WO |
| WO-2004027732 | Apr 2004 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 20070164877 A1 | Jul 2007 | US |
