Patent Application
20180232097
Aircraft instrument panels are largely composed of instruments dedicated to a single purpose, such as displaying a single piece of information or receiving a specific type of control input from a user. These instruments typically include gauges, dials, buttons, switches, text or graphic display monitors, and other similar components. As a result of their single purpose and physical arrangement, the instrument panel has limited flexibility and customizability. The instruments are in fixed locations and are limited in what information they can display or input they can receive from the user.
Also, since typically an aircraft must provide functionality for both a pilot and a co-pilot, the instrument panel includes duplicate instruments to provide for two users. This reduces the effective area of the instrument panel available for the display of information.
A flexible, customizable instrument panel, utilizing touch screen technology and providing a user friendly, intuitive interface for receiving information and controlling the aircraft are described. A user interface that provides a synoptic, summary overview of the aircraft configuration and operation is also described.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This summary is not intended to identify key factors 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.
In some embodiments, the invention comprises a method for providing information using a touch-screen instrument panel (TSIP). The method comprises receiving an indication to display information associated with an aircraft via the TSIP; receiving information associated with the aircraft from a plurality of systems managing aircraft or flight information; and providing on the TSIP at least one user interface, the at least one user interface corresponding to the indication, and the at least one user interface being associated with a first system of the plurality of systems.
In some embodiments, the invention comprises a method for controlling an aircraft having a touch screen instrument panel. An onboard computer is connected to the touch screen instrument panel. The inventive method includes the steps of displaying a synoptic user interface panel on a portion the touch screen instrument panel, providing information about the aircraft from the onboard computer on the at least one synoptic user interface panel, and receiving control input to the onboard computer through the at least one synoptic user interface panel. In some embodiments, the method further involves modifying the state of the aircraft in response to the control input.
In some embodiments, the synoptic user interface panel includes a depiction of all or a portion of an aircraft and associates one or more display elements associated with the graphical depiction of the aircraft. In some embodiments, the panel graphically depicts an aircraft, and in some embodiments the panel symbolically depicts an aircraft. The panel may include both graphically and symbolically depicted elements.
In various embodiments the display elements depict components of the aircraft, and show them in relation to the graphical depiction of the aircraft on the synoptic user interface panel. In some embodiments, the method includes displaying information on the synoptic user interface panel from the onboard computer about a component of the aircraft in relation to the display element depicting the component.
In other embodiments, the system receives control input by sensing a touch input on the portion of the touch screen instrument panel on which the synoptic user interface panel is displayed; and determining a display element associated with the touch input.
The method of controlling the aircraft may also include modifying the state of the aircraft by determining the component of the aircraft depicted by the display element associated with the touch input, and modifying the state of the component of the aircraft in response to the touch input.
In some embodiments, the system automatically updates the information from the onboard computer that is displayed on the display element to represent the state of the aircraft. In varying embodiments, the display elements are automatically modified by altering the color, text or numerical value, shape, or configuration of the display element to represent the state of the aircraft.
The synoptic user interface panel in some embodiments are selected from the group consisting of an anti-icing systems panel, an environmental control systems panel, an electrical systems panel, a flight control panel, an hydraulic systems panel, an exterior light panel, an oxygen systems panel, a cabin pressurization panel, a propulsion systems panel, an internal light panel, and a cabin window shade panel.
To allow for customization of the instrument panel, some embodiments allow a user to drag a synoptic user interface panel to a desired location on the touch screen instrument panel. In some embodiments, the user can pin the user interface panel in a desire location by actuating an icon displayed in the synoptic user interface panel thereby preventing the synoptic user interface panel from being moved from the desired location. Then the user may touch the touch screen instrument panel in the area depicting the synoptic user interface panel to manipulate the information provided on the synoptic user interface panel. When the user is finished manipulating the information in the user interface panel, the user may actuate the icon to unpin the at least one user interface panel allowing the panel to be moved from the desired location. In some embodiments of the user interface, one user interface panel may overlay a second user interface panel.
In some embodiments, the display element depicts a control surface of the aircraft; and the system modifies the aircraft in response to input by repositioning the control surface. In some of those embodiments, the display element depicts an internal or external light and actuating it modifies the state of the aircraft by turning the internal or external light on or off. In other embodiments, the display element depicts an electrical component, and actuating it modifies the state of the aircraft by actuating the electrical component. In some of those embodiments, the electrical component is a power generator, a relay, or an electrical bus. In other embodiments, the display element depicts a hydraulic valve, a pneumatic valve, or a fuel valve, and actuating it modifies the state of the aircraft by opening or closing the valve.
In some embodiments, the display element is an icon associated with the depiction of all or a portion of an aircraft. In some of those embodiments, receiving control input comprises sensing a touch input on the icon. In some the embodiments, the icon is associated with an anti-icing system, and actuating the icon modifies the state of the aircraft by turning the anti-icing system on or off. In other embodiments, the icon is associated with the temperature of a portion of the aircraft, and actuating the icon modifies the state of the aircraft by increasing or decreasing the temperature settings for the portion of the aircraft. In some embodiments, the icon is associated with the position of a control surface for the aircraft, and actuating the icon modifies the state of the aircraft by repositioning the control surface. In other embodiments, the icon is associated with an aircraft system selected from a hydraulic system, a lighting system, an oxygen system, a climate control system, a fuel system, and a cabin control system, and the step of modifying the state of the aircraft comprises modifying a component in the aircraft system.
In one embodiment, a flight planning system for navigation of an aircraft is provided. The system includes a storage component having one or more instructions stored thereon, a touch screen display device, a processor coupled to the display device and a memory. The processor is configured to execute the one or more instructions stored in the storage component. The system further includes a manager configured to provide navigational views via the touch screen display device in an aircraft cockpit. The manager includes a mapping interface for displaying one or more maps on the touch screen display device, a charts component for displaying one or more aeronautical charts on the touch screen display device, a radio frequency component for receiving and displaying one or more radio frequencies on the touch screen display device, a weather component for displaying one or more weather representations, wherein the one or more weather representations overlays the one or more maps on the touch screen display device, and a virtual flight plan component for displaying one or more simulated flight plans on the touch screen display device.
In another embodiment, a method for flight planning utilizing an interactive map on a touch screen device in an aircraft cockpit is provided. The method includes receiving a set of flight rules, receiving an indication of both an origin airport and a destination airport via the touch screen device, and based on each of the set of flight rules and the origin and destination airports, displaying a flight path on the map.
In yet another embodiment, a method for providing a chart on a touch screen device is provided. The method includes presenting a list of menu options on a touch screen mounted in an aircraft cockpit, said list including a charts function. The method further includes receiving a selection of the charts function, in the charts function receiving an indication of an airport, upon identifying the airport, enabling selection of (i) an approach or departure, (ii) a navigation method, (iii) a runway, and based on the selections, identifying corresponding charts and automatically displaying the corresponding charts on the touch screen device.
In an embodiment, a method for providing navigational aids is provided. The method recites receiving an indication of a flight path that includes one or more waypoints, wherein a waypoint is a coordinate in physical space; generating a graphical representation of the flight path, wherein the graphical representation includes a plurality of planes (path indicators) along the flight path, wherein each plane is associated with a slope and an angle for an orientation of a vehicle navigating the flight path; and dynamically updating the graphical representation relative to an updated location of the vehicle.
In another embodiment, a method for providing navigational aids is provided. The method includes identifying one or more airports proximate to a location of an aircraft, wherein proximate is within a predefined distance from the aircraft; identifying information associated with the one or more airports including, at least, an airport identifier and a distance from the aircraft; generating an airport icon for each of the one or more airports; providing the airport icon for each of the one or more airports, wherein the airport icon for each of the one or more airports is provided in a three-dimensional real-time image; and updating the one or more airports and airport icons based on an updated location of the aircraft.
In yet another embodiment, one or more computer-storage media having embodied thereon computer-usable instructions that, when executed, facilitate a method for providing navigational aids is provided. The claim recites identifying a location of a first aircraft; identifying any traffic within a predetermined distance of the first aircraft, wherein traffic includes other aircraft; determining that a second aircraft is within the predetermined distance of the first aircraft; generating a traffic user interface panel that includes information associated with the second aircraft including an airspeed of the second aircraft, wherein the traffic user interface panel is provided via a touch-screen instrument panel overlaying a real-time image; and monitoring the predetermined distance from the first aircraft and updating according to an updating location of the first aircraft.
In an embodiment, a method for displaying a real-time view within an aircraft is provided. The method comprises receiving an indication of a synthetic vision application, wherein the indication enables the synthetic vision application for the real-time view; identifying a synthetic vision application value to apply to the real-time view; applying a synthetic vision enhancement to the real-time view according to the synthetic vision application value; and generating a modified real-time view where the modified real-time view is enhanced by synthetic vision as indicated by the synthetic vision application value.
In another embodiment, a system for displaying a real-time view within an aircraft is provided. The system comprises a processor; and a memory having embodied thereon instructions that, when executed by the processor, cause a computing device to perform a method for displaying the real-time view within the aircraft, the method comprising: receiving an indication of a synthetic vision application, wherein the indication enables the synthetic vision application for the real-time view; identifying a synthetic vision application value to apply to the real-time view; applying the synthetic vision application value to the real-time view; and generating a modified real-time view where the modified real-time view is the real-time view enhanced by synthetic vision as indicated by the synthetic vision application value.
In yet another embodiment, one or more computer-storage media having embodied thereon computer-usable instructions that, when executed, facilitate a method of displaying a real-time image within an aircraft is provided. The claim recites receiving an indication to enable synthetic vision; based on the indication to enable synthetic vision, generating a second image including a synthetic vision enhancement overlaying the real-time image; receiving an indication to include weather data in the second image; and generating a modified second image that includes each of the synthetic vision enhancement and the weather data overlaying the real-time image.
In one embodiment, a flight-control system for navigation of an aircraft is provided. The system includes a storage component having one or more instructions stored thereon, a touch screen display device, a processor coupled to the display device and a memory. The processor is configured to execute the one or more instructions stored in the storage component. The system further includes a manager configured to provide flight-control surface representations via the touch screen display device in an aircraft cockpit. The manager includes a graphical image of the aircraft for displaying flight-control surface representations and one or more position indicators for indicating one or more positions of the aircraft flight-control surfaces. The graphical image and the position indicators are configured to receive indications for controlling positions of the aircraft flight-control surfaces and to display actual aircraft flight-control surface positions.
In another embodiment, a flight-control system for navigation of an aircraft is provided. The system includes a storage component having one or more instructions stored thereon, a touch screen display device, a processor coupled to the display device and a memory. The processor is configured to execute the one or more instructions stored in the storage component. The system further includes a manager configured to provide autopilot controls and engine indicators via the touch screen display device in an aircraft cockpit. The manager includes a cross-sectional representation of the aircraft fuselage for displaying a mode controller. The mode controller is configured to display autopilot modes and to receive autopilot mode selections. The cross-sectional representation further includes one or more engine cowls attached to the fuselage for displaying performance indicators for the one or more engines.
In yet another embodiment, a method for controlling an aircraft flight-control surface via a touch screen device is presented. The method includes presenting a list of menu options on a touch screen mounted in an aircraft cockpit, said list including a flight-control function. The method further includes receiving a selection of the flight-control function. Upon selection of the flight-control function, the method includes receiving an indication of a flight-control surface to control. Upon identifying the flight-control surface, the method includes enabling selection of a position change. Based on the position change selection, the method includes verifying a corresponding movement of the flight-control surface to the selected position and displaying an actual position of the flight-control surface on the touch screen device.
In various embodiments, methods for increasing awareness of users, e.g., a pilot or user, are provided. In one aspect, the method alerts the aircraft crew of a relevant condition. The method in one embodiment consists of receiving information from an aircraft warning system regarding a condition, displaying an awareness-enhancing indication on a touchscreen display in an aircraft cockpit. Further, the awareness-enhancing indication is communicated to the pilot or user in a way that suggests a need to investigate the existence of the condition. Finally, the awareness-enhancing indication is located peripherally on the display, at the margins in some embodiments.
In another aspect, the method involves receiving information regarding a real-time value for an aircraft-parameter (e.g., the parameter being relevant to a condition of an aircraft system). Then, a window including graphic representative of an aircraft component relevant to the parameter is displayed such that it is accompanied with a real-time value of the aircraft-parameter proximate the graphic.
In another aspect, the method could generate an awareness-enhancing indication on a display in response to an alert regarding a condition, where the condition regards a real-time value of a parameter on an aircraft. Further, a menu item is highlighted, and the menu item enables a user to bring up a window displaying an option for changing the condition. In some versions, the option for changing is presented in the form of an action button.
In yet another aspect, the method involves receiving information regarding a real-time value for an aircraft-parameter where the parameter is relevant to a condition in an aircraft system. Then the real-time value is communicated to a user in a historical context (e.g., using a time-line representation in a chart).
Systems are also disclosed. In one embodiment, the system includes a touch-screen device incorporated into an aircraft cockpit. The touch-screen is arranged to interface with a computer on the aircraft. The computer receives information regarding a parameter relating to a condition in one of an electrical or a mechanical system. Then, a first process operating on the computer displays a graphic related to the condition. Then, a second process enables the user to institute a corrective action regarding the condition.
In another aspect, a touch-screen instrument panel is provided for a vehicle, including but not limited to aircraft, watercraft, and landcraft (e.g., automobiles). The synoptic user panel may be adapted for use within a particular type of vehicle operating in a particular environment (e.g., an automobile driving on roads) and display relevant navigational information to a user as appropriate (e.g., road maps, road hazards, and traffic information).
Further embodiments and aspects will become apparent by reference to the drawings and by study of the following detailed description.
Illustrative embodiments of the present invention are described in detail below with reference to the attached figures, which are incorporated by reference herein and wherein:
Embodiments of the present invention provide a touch-screen interface panel (TSIP) in a cockpit of an aircraft/vehicle.
Referring to
The TSIP is a digital information panel and may include a plurality of digital layers. The digital layers may overlay one another to create multiple views. For instance, and as will be described in further detail below, one layer may be a real-time view while another layer may be a three-dimensional representation of, for example, weather while another layer may include flight instruments and may not be obstructed with any other layers or representations. A processor, similar to that onboard computer 201 of
Turning back to
The TSIP 110 further includes one or more vehicle instrument displays 120. The vehicle instrument display 120 may be configured to include any necessary information regarding the current configuration of the aircraft/vehicle. Additionally, the vehicle instrument display 120 may be identically reproduced such that a plurality of users has easy access to the one or more vehicle instrument displays 120. By way of example, the vehicle instrument display 120 illustrated in
The TSIP 110 further includes one or more navigational displays 130. Similar to the one or more vehicle instrument displays 120, the one or more navigational displays 130 may be positioned anywhere within the TSIP 110. Additionally, the one or more navigational displays 130 may be reproduced for ease of access for multiple users. Given the size of the TSIP 110, the reproduction may be convenient when there is more than one user requiring access to the one or more navigational displays 130.
The TSIP 110 may include one or more user interface panels 140. The one or more user interface panels 140 may be displayed alone or in combination with other panels. The panels 140 display information and accept input from a user regarding various aircraft/vehicle systems. Exemplary panels provide information regarding, but not limited to, anti-icing systems, environmental control systems, electrical systems, flight controls, hydraulic systems, cabin pressurization systems, interior and exterior lighting, propulsion systems, cabin window shades, weather maps, charts, maps, alerts, system information notifications, maintenance notifications, flight plans, traffic alerts, etc. Depending on the information displayed, user interface panels may be presented automatically (e.g., without user input) or upon receipt of a user input.
The TSIP 110 may further include a menu 150. The menu may include one or more selectors to aid a user in navigating the TSIP 110. For example, the menu 150 may include a weather indicator that provides a weather user interface panel. The menu 150 may also include a charts indicator to access various charts or maps. Any feature that may be accessed via the TSIP may be represented in the menu 150. Various features will be described herein and in several of the applications related by subject matter, referenced above, and herein incorporated by reference in their entirety.
Additionally, the TSIP 110 may include a real-time view 160. The real-time view 160 may be an ahead-type view illustrating the view ahead of the aircraft/vehicle. The real-time view 160 may be captured, as previously mentioned, by a camera mounted to the aircraft/vehicle. The real-time view 160 may be a real-time panoramic view. Panoramic, as used herein, refers to a wide-angle view. In additional embodiments, infrared imaging may be used in the real-time view to aid in navigation at night, for instance.
On-board computer 201 includes for example non-volatile memory, software, and a processor. TSIP 210 serves as a user interface for computer 201. Memory stores software that includes machine readable instructions, that when executed by processors provide control and functionality of system environment 200 as described herein. Computer 201 has for example electronic circuitry including relays and switches to electrically connect with components of system environment 200. In an embodiment, computer 201 includes a first computer and a second computer located on-board the aircraft/vehicle, where the second computer mirrors the first computer, thereby providing redundancy in the event of a computer failure. It should be recognized that where a single computing device (e.g., computer 201) is represented graphically, the component might be represented by multiple computing units in a networked system or have some other equivalent arrangement which will be evident to one skilled in the art.
TSIP 210 provides a user interface for visualizing and controlling subsystems of system environment 200 through computer 201. TSIP 210 includes a substrate that supports a display and a touch membrane. Substrate is a transparent material such as glass, acrylic, polycarbonate or other approved for flight materials on which display and touch membrane are overlaid. In an embodiment, substrate is made of flexible material for conforming to aircraft cockpit or automobile dashboard dimensions, including complex shapes such as corners. In an embodiment, substrate has a large aspect ratio for providing images. Display is for example an organic light-emitting diode (OLED) display, which is thin and flexible for layering onto substrate. When unpowered, the display is, in embodiments, transparent. Touch membrane is a thin, transparent and flexible material that is layered onto display and capable of sensing touch. Touch membrane is for example a resistive, capacitive, optical, or infrared touch screen. Together, touch membrane and display provide TSIP 210 with a visual display that a user may control by touching with one or more fingers or a stylus.
Local digital network 220 provides a digital connection between computer 201 and on-board subsystems, such as cabin management subsystem (CMS) and in-flight entertainment (IFE). CMS includes for example cabin lighting, heating, air conditioning, water temperature, and movement of shades. IFE includes for example audio and video content. TSIP 210 provides an interface for monitoring and controlling CMS and IFE over local digital network 220.
Databases 230 are digital databases stored in memory of computer 201 on-board the aircraft/vehicle. Databases 230 include charts, manuals, historical aircraft/vehicle component data, and checklists. Databases 230 allow pilots/drivers to quickly access and search information via computer 201. TSIP 210 displays the information such that pilots/drivers maintain a heads-up view while piloting an aircraft or operating a vehicle. Historical aircraft/vehicle component data is for example updated during travel with data from equipment 250 (e.g., sensors) via computer 201.
Flight controller 240 provides navigation, avionics, and autopilot functions. In an embodiment, flight controller 240 is a standalone unit supplied by an independent manufacturer (e.g., Garmin, Honeywell, Rockwell Collins). TSIP 210 displays aircraft information from flight controller 240 via computer 201 such as airspeed, altitude, heading, yaw, and attitude (i.e., pitch and bank). In other embodiments, a controller provides navigation and driverless-vehicle functions or driver-assist functions for an automobile and displays vehicle information from the controller via computer 201 such as speed, direction, range, estimated time of arrival, etc.
Aircraft flight equipment 250 includes flight control surfaces, engines, deicing equipment, lights, and sensors (e.g., temperature, pressure, electrical). Aircraft flight equipment 250 is monitored and controlled by pilots using TSIP 210 through computer 201 for flying aircraft. Similar functionality may be provided for monitoring and controlling automobile equipment by drivers using TSIP 210 through computer 201 for operating automobiles.
Communications equipment 260 allows users to communicate with one another, with passengers, and with airports and other aircraft/vehicles. Communications equipment 260 includes radios, phones, and internal and external digital networks (e.g., Internet and Intranet). Different frequency bands are used for example to transmit and receive data with multiple recipients. TSIP 210 allows users to communicate with others by using communications equipment 260 via computer 201.
Communications equipment 260 includes a transceiver configured to communicate with external communication sources 265, which include for example terrestrial based communication towers, satellites, and other aircraft/vehicles. External communication sources 265 also provide communications with for example radio, global positioning system (GPS), and Internet. TSIP 210 provides a user interface for communicating with external communication sources 265, enabling a user to communicate with air traffic control, terrestrial communication towers (e.g., navigation towers, waypoints), satellites, and directly with other aircraft/vehicles for example. TSIP 210 allows users to receive and transmit external communications through communications equipment 260 and computer 201.
Satellites provide network links for phone and internet communications, and GPS information. Aircraft/vehicles interact with satellites using communications equipment 260 to transmit and receive radio frequency signals. TSIP 210 allows users to communicate via satellites through computer 201 and communications equipment 260.
Other aircraft/vehicles within view of camera 290 are displayed in real-time on a panoramic view provided by TSIP 210. Information about other aircraft/vehicles, which may be retrieved from radar 270 or radio communication, is displayed for improved operator awareness and ease of contact.
Radar 270 includes equipment for determining a location and speed of objects from radio waves. Equipment for radar 270 includes a radio transmitter for producing pulses of radio waves and an antenna for receiving a reflected portion of the radio waves from nearby objects. TSIP 210 receives information from radar 270 via computer 201 and uses the information to display the location of nearby objects, such as weather, terrain and other aircraft/vehicles.
Anti-collision and terrain awareness 280 includes a traffic collision avoidance subsystem (TCAS) and a terrain awareness and warning subsystem (TAWS). Anti-collision and terrain awareness 280 includes radar 270 and transponder information to determine aircraft/vehicle position relative to other aircraft and Earth terrain, and to provide appropriate warning signals. TSIP 210 displays these warnings and allows users to respond to them by, for example, silencing an audible warning signal. In certain embodiments, light detection and ranging (LIDAR) is used in place of RADAR for detecting other vehicles, terrain, and other obstacles.
Camera 290 provides forward looking images to TSIP 210 through computer 201. Camera 290 is mounted for example under the aircraft nose or on a roof of the automobile. In alternative embodiments, camera 290 is located on the tail or on aircraft wings, or on a front, side or underside of the automobile. Camera 290, in embodiments, receives one or both of visible light as well as infrared (IR) light. Further, in embodiments, camera 290 provides high-definition (HD) quality images (e.g., using an HD capable camera). In a preferred embodiment, camera 290 provides HD quality and IR functionality. Alternatively, camera 290 might include two separate cameras, one for HD quality and a second camera for IR imaging.
Camera 290 provides images to computer 201, which renders the images for real-time projection on TSIP 210. TSIP 210 projects HD panoramic views looking forward and below from the front of the aircraft or looking forward from the automobile. In certain embodiments, camera 290 may be rotatable for panning to provide views in other directions (e.g., for viewing behind an automobile while driving in reverse). The panoramic view spans an angle of about 120° to about 180° for example. In an embodiment, TSIP 210 uses IR imaging to project a synthetic view, which is for example useful at night or when traveling through clouds or fog that obscure visible light.
Various components of the user interface displayed on TSIP 210 are designed to provide a synoptic view of the condition of the aircraft/vehicle, meaning that the user interface components provide an intuitive, broad view of the aircraft/vehicle, its various components and subsystems, and their condition. The user interface utilizes the touch screen functionality of the TSIP 210 to present views of the aircraft/vehicle to intuitively communicate information and accept input from the pilot/driver. The views of the aircraft/vehicle incorporate graphical, textual, and numerical elements to simultaneously convey multiple pieces of information to the operator. The graphical, textual, and numerical elements of the user interface may flash, change color, change content, appear, disappear, move or change location, or otherwise change in response to user input or the state of the aircraft/vehicle systems.
The computer 201 monitors the aircraft/vehicle's data busses to determine the positions, temperatures, pressures, and states of various equipment and systems of the aircraft/vehicle. TSIP 210 graphically displays the data gleaned from the busses and stored in computer 201 in the appropriate synoptic panels or windows for operator interaction. The inventive user interface provides a thorough, easily understood, intuitive and user-friendly interaction with each synoptic user interface. The touch screen functionality of TSIP 210 also allows the user to activate aircraft/vehicle systems and change configuration settings through user interface displayed on TSIP 210.
The user interface may provide a variety of user interface elements grouped into a variety of “windows”, which may also be referred to as “panels” or “pages. Some user interface elements are common to a plurality of the synoptic user interface panels. For example, each user interface panel may comprise a border surrounding the information displayed in the user interface and defining a “panel”. A title for each user interface may be displayed within the panel or on the border of the panel area. In some embodiments, the title is displayed in the top or the bottom left or right corner of the panel. The title may optionally be displayed as an abbreviation. Similar to other known graphical user interfaces, each “window” or “panel” may be provided with controls for closing or minimizing the panel to remove it from active display on TSIP 210. Various embodiments of the panels that are presented in TSIP 210 are described in relation to
In some embodiments of the user interface, a silhouette, cross-section, or other diagram of an aircraft/vehicle is utilized to illustrate the state of the aircraft/vehicle and convey relevant information to the operator. The diagram of an aircraft/vehicle may be a top, bottom, side, front, back, or perspective view of an aircraft/vehicle. The windows may incorporate both static elements and active controls. Static elements comprise elements that are fixed or are updated automatically by the system to display the current aircraft/vehicle configuration. Active controls may be updated automatically by the system to display the current aircraft/vehicle configuration, but are also capable of interacting with the user via TSIP 210 to receive user input.
In the depicted embodiment, status information 311 is provided for each anti-icing system and linked by line 312 to the applicable anti-icing system. In the depicted embodiment, the status information 311 includes a panel 313 with a background color that conveys the status of the relevant anti-icing system. The panel 313 may also include text 314 such as the name of the anti-icing system or other relevant information. In the depicted embodiment, the text comprises the names of each system, such as left hand and right hand pitot-static systems, left hand and right hand wing anti-icing systems, left hand and right hand engine inlet anti-icing systems, and left hand and right hand stabilizer anti-icing systems. In addition to the text on the panel 313, other text or numeric data may also be provided, such as temperatures 315. In the depicted embodiments, the temperatures of the various systems are displayed as an indicator of the operation of each anti-icing system.
Each climate area may be provided with status information. Status information may include a label 322 for each climate zone such as “Cockpit”, “Cabin”, “Lavatory”, or “Baggage”. It may also include a numerical indication 323 of the measured temperature in the relevant climate zone. It may also include a text or numerical indication 325 to indicate the current temperature setting for the relevant climate zone. The status information may be linked to the relevant climate zone by a line 324. In some embodiments, the line, the background of the status information, or the text of the status information may be in the color that corresponds to the temperature of the relevant climate zone. In some embodiments, control elements are provided for some or all of the climate zones in the aircraft/vehicle. The control elements may include control input icons 326 and 327 to receive user input through the touch screen functionality of the TSIP 210. One area 326 may be provided to increase the set temperature for the appropriate climate zone, and another area 327 may be provided to decrease the set temperature for the appropriate climate zone.
In some embodiments, a circle icon 330 indicates a power plant such as a generator. In the depicted embodiment, voltages, amperages, and temperatures are displayed at each power source, including power plants and batteries. In some embodiments, a square icon indicates a switch to turn described equipment on or off. In some embodiments, a rectangle icon indicates an item that can be explored further by touching it to expand the item.
In the depicted embodiment the buses include left hand and right hand main buses 331 and left hand and right hand emergency buses 332. The buses are connected to right hand and left hand electrical panels 333 to distribute electrical energy to various systems on the aircraft/vehicle. Other components, such as transformer rectifier units 334, may also be depicted along with information regarding the performance of the unit including current flow and temperature.
In some embodiments, the trailing edges of the wings 338 are graphically displayed, and show the state of the aircraft's flaps 339. In some aircraft, the flaps are adjustable to discrete positions. In the depicted embodiment, the flaps can be adjusted to four different angles: 0, 7, 15, and 35. These discrete positions may be provided as buttons 340. The button corresponding to the current setting of the flaps may be highlighted green or some other color to indicate the flap position. The pilot may adjust the flaps by touching one of the other discrete flap settings. As the flaps on the aircraft extend, the graphical representation also alters to provide feedback to the pilot that all flap surfaces are extended correctly, and may change color to indicate a failure to extend or retract to the desired setting. Text labels may also be provided for the various control surfaces, and the control surfaces may be depicted in various colors to highlight their position or indicate their current functionality.
In some embodiments, an additional status ring 381 may be provided around each window 379. The color of the status ring 381 may provide additional information regarding the status of the window. A user may individually raise and lower a window shade by touching the window 379. In some embodiments, additional buttons 382 and 383 may be provided to allow a user to open or close, respectively, all shades simultaneously.
In other embodiments, the TSIP 210 may provide access to control additional types of cabin or aircraft/vehicle functions, or provide additional information to the users. The user interfaces described herein are not limiting but exemplary of the types of synoptic user interfaces contemplated within the inventive system.
In some embodiments of the system, the various windows may be opened, closed, and moved around the TSIP 210. A user may “drag” or move the window by touching the window in a certain area and moving a finger across the TSIP 210 while maintaining contact with the TSIP 210. In some embodiments, once the finger is lifted from the TSIP 210 the window stops moving, though in other embodiments the window may have emulated momentum to continue moving for some additional distance if the finger is moving when lifted from the TSIP 210. In various embodiments, the areas that a user may touch to drag the window or page may include the title bar (if present), the border (if present), or any portion of the window that does not comprise an active control such as a button.
In some embodiments, the windows may overlap or overlay one another to allow the user to maximize the use and efficiency of the TSIP 210. A user may bring a window to the foreground by touching the window, and may move it in front of another window by dragging it to a location that wholly or partially overlaps another window shown on the TSIP 210. In some embodiments, a user must bring a window to the foreground position on the TSIP 210 before activating an active control located in the window.
In some embodiments the system does not allow a user to move windows into certain areas of the TSIP 210, such as areas that display primary flight controls or other information that must be visible for the safe operation of the aircraft/vehicle. In some embodiments for a single pilot application, the pilot could open multiple synoptic pages or windows and arrange them on the co-pilot Multi-Function Display (MFD) area of the TSIP 210. The user may open multiple synoptic pages or windows and arrange them by physically moving them on the TSIP 210 as they see fit to help maintain a higher state of situational awareness.
In some embodiments of the user interfaces, a user may need to fix a user interface panel in a certain place on the TSIP 210. This may be necessary to prevent accidental movement of user interface panels, or because some user interface panels may be completely covered with an active control such as a map that cannot be activated when the window is capable of being dragged across the TSIP 210. In those embodiments, the user is provided with a method of “pinning” a user interface panel in place on TSIP 210 such that the user interface panel is not movable from its current location on the screen until it has been “unpinned”.
Referring now to
In
In
On-board computer 201 includes a manager for providing navigational views on TSIP 210. The navigational views on TSIP 210 include a mapping interface for displaying one or more maps (see
Proximity icon 402 may be configured such that selection thereof activates a proximity component of the flight planning system for organizing information based on distances from the aircraft/vehicle. For example, activating the proximity component by selecting proximity icon 402 displays a list of nearby airports and their corresponding radio frequencies on TSIP 210, wherein the list is organized by proximity to the aircraft/vehicle. Information is updated real-time during aircraft flight or vehicle travel, thereby re-organizing the list as needed to continually provide information for the nearest destinations. Proximity icon 402 provides a convenient one-touch link to display information for travel planning based on proximity. Proximity may be defined as any distance relative to the aircraft/vehicle within a predetermined maximum distance.
Favorites icon 403 is configured such that selection thereof activates a favorites component of the flight planning system for organizing information based on a custom list of favorite items. For example, activating the favorites component by selecting favorites icon 403 displays a list of frequently used or favorite items on TSIP 210, wherein the list may be tailored to individual user preference. The list of favorite items may include flight paths and airports with their corresponding radio frequencies, for example. Favorites icon 403 provides a convenient one-touch link to display information for flight/travel planning based on a custom list.
Weather link (WX) 404 is configured such that selection thereof activates or deactivates a weather component of the flight planning system for displaying real-time and forecasted weather representations overlaid on mapping interface 429. For example, real-time weather is determined from radar 270 and forecasted weather is determined from external communication sources 265, such as the National Weather Service, and depicted on mapping interface 429. Weather may be represented by shaded regions, contour lines or other illustrations, with different shades or colors illustrating rain, snow and heaviness of precipitation, for example. Weather representation 423 is depicted along the bottom and in the bottom right corner of mapping interface 429 of
Skytrack link 405 may be configured such that selection thereof activates or deactivates a path projecting navigational aid component of the flight planning system, which may be used to assist flight planning by providing navigational parameters including but not limited to aircraft/vehicle speed, heading and altitude. The navigational aid is displayed in the primary flight instrument area of TSIP 210. Skytrack link 405 provides a convenient one-touch link to display information on TSIP 210 for flight planning based on navigational parameters.
Waypoints link 406 may be configured such that selection thereof activates a waypoints component of the travel planning system for establishing waypoint coordinates and displaying them on mapping interface 429. A waypoint is a coordinate in physical space, for example, latitude, longitude and altitude. In an embodiment, waypoints are determined by touching or selecting a location on mapping interface 429. In an alternative embodiment, waypoints are searched from a list stored in database 230. In another embodiment, waypoints are selected from a list of waypoint names, which is organized, for example, by proximity, favorites, or alphabetically. Waypoints link 406 provides a convenient one-touch link to establish and display waypoints for travel planning.
Procedures link 407 may be configured such that selection thereof activates a procedures component of the travel planning system. Procedures component includes a series of menus containing procedures displayed on TSIP 210 for example. Procedures component includes, for example, established protocols, step-by-step instructions, and checklists for travel planning. In an embodiment, the series of menus include cascaded panels, with a separate menu displayed in each panel. Menu selections may determine which procedures or subsequent menus to display. Procedures link 407 provides a convenient link to display information for travel planning based on established procedures.
Direct-to link 408 may be configured such that selection thereof activates a direct-to component of the travel planning system. The direct-to component establishes a flight path 421 directly from an origin to a destination without intervening waypoints. Note that
Standby-plan link 409 may be configured such that selection thereof activates a standby-plan component of the travel planning system. The standby-plan component enables a user to establish a back-up travel plan that is on standby and ready to be used if a sudden change is necessary to an original travel plan. Standby-plan link 409 provides a convenient link for establishing a back-up travel plan.
The menu along the top of panel 400 in
Origin name indicator 410 may be configured such that selection thereof activates an origin selecting component of the flight planning system. Similarly, destination name indicator 412 may be configured such that selection thereof activates a destination selecting component of the system. Origin name indicator 410 and destination name indicator 412 are, for example, used to select an airport and display its name for originating and terminating a flight path 421, respectively. Origin name indicator 410 and destination name indicator 412 display airport names and codes along the top of panel 400, as in
Within mapping interface 429, origin location 419 may be configured such that selection thereof activates the origin selecting component of the travel planning system. Similarly, destination location 422 may be configured such that selection thereof activates the destination component of the travel planning system. Origin location 419 and destination location 422 are, for example, used to select airports for originating and terminating a flight path 421 by touching locations within mapping interface 429. By touching and holding a location, a user may activate the system to display a menu on TSIP 210 for selecting an airport and runway, and designating the location as origin, waypoint, or destination, for example. In areas where multiple airports are available, the displayed menu may provide airport options. In an embodiment, selection of origin location 419 and destination location 422 from mapping interface 429 may also populate origin name indicator 410 and destination name indicator 412, respectively, with for example corresponding airport names and codes. Origin location 419 and destination location 422 provide convenient selection of airports from mapping interface 429 for efficient flight planning.
Origin chart icon 411 and destination chart icon 413 may be configured such that selection thereof activates a charts component of the travel planning system. Selection of origin chart icon 411 displays one or more charts corresponding to an origin airport. Similarly, selection of destination chart icon 413 displays one or more charts corresponding to a destination airport. For example, selecting origin chart icon 411 displays one or more charts corresponding to origin name indicator 410, and selecting destination chart icon 413 displays one or more charts corresponding to destination name indicator 412. Origin chart icon 411 and destination chart icon 413 provide convenient selection of appropriate airport charts for displaying on TSIP 210. Example charts are shown in
Distance indicator 414 displays an estimated travel distance as part of the travel planning system. Similarly, duration indicator 415 displays an estimated duration as part of the travel planning system. Distance may be calculated based on a projected travel path, and duration may be calculated based on distance and optionally a desired altitude and airspeed. Based on flight path 421 displayed in mapping interface 429, distance indicator 414 may display a value, for example, in nautical miles (NM) and duration indicator 415 may display a value, for example, in hours and minutes (hh:mm). Distance indicator 414 is 162.14 nautical miles and duration indicator 415 is 52 minutes, as shown in
Altitude indicator 416 is configured such that selection thereof activates an altitude component of the travel planning system. Similarly, airspeed indicator 417 is configured such that selection thereof activates an airspeed component of the travel planning system. Altitude indicator 416 and airspeed indicator 417 may be used, for example, to select a cruising altitude and a cruising airspeed, respectively. In an embodiment, touching altitude indicator 416 or airspeed indicator 417 on TSIP 210 displays a touch-screen keyboard for entering values. Altitude indicator 416 and airspeed indicator 417 display the selected cruising altitude and airspeed, respectively. Altitude indicator 416 is 10,500 feet (FT) and airspeed indicator 417 is 400 nautical miles per hour (KTS) in
Play button 418 is configured such that selection thereof activates a virtual travel plan component of the travel planning system. By touching play button 418, a virtual travel plan is displayed on mapping interface 429. For example, aircraft icon 420 moves from origin location 419 along flight path 421 to destination location 422. The virtual travel plan dynamically represents the aircraft/vehicle simulating a projected path of the travel plan overlaid on mapping interface 429. In an embodiment, the virtual travel plan simulates the flight at an accelerated pace and displays the estimated remaining distance and duration via distance indicator 414 and duration indicator 415, which count down during the simulation. Virtual travel plan also illustrates a forecasted weather representation 423 overlaid on mapping interface 429, thereby enabling a user to visualize aircraft icon 420 dynamically as it encounters forecasted weather representation 423. Thus, alternate travel plans may be considered in an attempt to avoid forecasted weather 423. Selection of play button 418 causes a display of a visual simulation of a virtual travel plan for effective travel planning.
The menu along the right side of the panel in
In step 441, an indication of both an origin airport and a destination airport is received via the touch screen device. In an example of step 441, a user selects an origin/destination airport by activating the origin/destination selecting component of the flight planning system from panel 400. Specifically, origin selecting component is activated using origin name indicator 410, to search for or enter an airport name or code via keyboard, or using origin location 419, to select an origin airport by touching and holding a location within mapping interface 429. Similarly, destination selecting component is activated using destination name indicator 412 to type an airport name or code, or touching and holding destination location 422.
In step 442, a flight path is displayed on the map based on each of the set of flight rules and the origin and destination airports. In an example of step 442, flight path 421 is depicted on the map of at least one of mapping interface 429 (
In step 443, a set of flight rules is received from a selection of at least one of the following options: high IFR, low IFR, or VFR. In an example of step 443, a user displays and selects one set of flight rules using panel 400 by touching high IFR 424, low IFR 425, or VFR 426.
In step 444, an indication of an origin runway and a destination runway is received. In an example of step 444, a user selects origin and destination runways by activating the origin/destination selecting component of the flight planning system. Specifically, origin selecting component is activated using origin name indicator 410 or origin location 419, and destination selecting component is activated using destination name indicator 412 or destination location 422, as described above for step 441. Once an origin/destination airport is selected, a menu of available runways for receiving a runway selection is displayed at step 444.
In optional step 445, an indication of one or more waypoints between the origin and destination based on received map locations is received, wherein a waypoint is a coordinate in physical space. In an example of step 445, a waypoint is selected by touching and holding a location on mapping interface 429 to display a menu for selecting a waypoint. In an embodiment, one or more additional waypoints are added to the flight plan by sequentially touching and holding map locations.
In optional step 446, forecasted weather is displayed utilizing dynamic representations on the map. In an example of step 446, forecasted weather representation 423 is displayed on mapping interface 429 of
In optional step 447, a virtual flight plan is displayed, wherein an aircraft icon simulates the flight path on the map. In an example of step 447, touching play button 418 initiates aircraft icon 420 to move from origin location 419 to destination location 422 along flight path 421 of
In optional step 448, an alternate flight path is generated, thereby providing a standby flight plan. In an example of step 448, the alternate flight path is created using steps 440 to 447, as described above. In an embodiment, the alternate flight path is designated as a standby flight plan by touching standby plan link 409.
The charts component may utilize onboard computer 201 to process information including user input, database 230, GPS location, and flight plan, for determining which airport chart to display. Database 230 provides the necessary charts to display. GPS location data are accessed when the proximity component is used to select an airport. Flight plan data are used based upon origin and destination airports of a loaded flight plan.
The right side of charts panel 449 includes airport code indicator 455, approach/departure indicator 456, and select navigation indicator 457. Selection of airport code indicator 455 enables selection of an airport and displays its code. Approach/departure indicator 456 enables selection for approaching or departing an airport. For example, if a user is approaching Nassau, Bahamas, MYNN is selected for airport code indicator 455 and approach is selected for approach/departure indicator 456. A chart for approaching MYNN is displayed in charts panel 449 as a first page chart 458 and a second page chart 459. First page chart 458 shows airport runways and gates, for example. By pinning charts panel 449 to TSIP 210, such that panel 449 remains stationary on TSIP 210, first and second chart pages 458, 459 may be zoomed, dragged, or otherwise manipulated using touch gestures. Selection of select navigation indicator 457 enables selection of a navigation type (see
Radio frequency panel 471 includes a title indicator 472, a pilot indicator 473, an email icon 474, a proximity icon 475, a favorites icon 476, a text message icon 477, and a co-pilot indicator 478. An example title, as in
Radio frequency panel 471 includes a display of radio frequencies organized in rows for example. Each row includes a communication type indicator 479, a radio frequency indicator 480, a radio frequency identifier 481, a microphone icon 482, a keyboard icon 483, a TXT icon 484, and a headset icon 485. Communication type indicator 479 lists the type of use for each corresponding radio frequency indicator 480. For example, COM indicates a radio frequency used for radio communication (e.g., with an airport tower or ground control), and NAV indicates a radio frequency used for aircraft navigation (e.g., with ground radio beacons). Radio frequency indicator 480 lists the actual frequency of the radio waves in kHz. Radio frequency identifier 481 is a name to describe the purpose or recipient of the radio communication at that particular frequency. In an embodiment, radio frequency identifier 481 includes custom names for rapid identification of appropriate radio frequencies. Microphone icon 482 provides a switch and display for turning a microphone on or off for radio communication. Selection of keyboard icon 483 brings up a keyboard on TSIP 210 for typing. TXT icon 484 displays which radio frequency is active for sending and receiving text messages via the text messaging component. Headset icon 485 includes volume control for adjusting headset volume.
The rows of radio frequencies listed in panel 471 include a first communications channel 486, abbreviated COM1; a second communications channel 487, abbreviated COM2; a first navigation channel 488, abbreviated NAV1; a second navigation channel 489, abbreviated NAV2; and a transmit channel 490, abbreviated TRANS 490. Rows 486, 488, and 490 are highlighted to indicate active radio frequencies. First and second communications channels 486, 487 are, for example, used for radio communication with an airport ground control. First and second navigation channels 488, 489 are, for example, used for radio communication with navigational aids, such as fixed ground beacon or GPS networks. Transponder channel 490 is, for example, used for identification with other aircraft and air traffic control. An identify symbol (IDENT) 491 may be selected to transmit a transponder code to air traffic control or another aircraft. Additional frequencies may be listed, for example, under rows 486, 487, 488, and 489 in
In step 493, a list of menu options is presented on a touch screen mounted in an aircraft cockpit. In an example of step 493, a charts function is selected displaying charts panel 449. In an embodiment, charts function is selected from origin chart icon 411, destination chart icon 413, proximity icon 402, or favorites icon 403 of panel 400 of
In step 494, an indication of an airport is received. In an example of step 494, an indication of an airport is selected and its code is displayed using airport code indicator 455 of charts panel 449 of
In step 495, corresponding charts are identified and automatically displayed. In an example of step 495, a first page chart 458 and a second page chart 459 are identified and displayed in charts panel 449.
In optional step 496, it is identified that a selected chart is pinned to the touch screen by selection of a pin icon to enable manipulation of the selected chart with one or more touch gestures. In an example of optional step 496, charts panel 449 is pinned to TSIP 210 enabling first and second chart pages 458, 459 to be dragged, scrolled, rotated, zoomed or otherwise manipulated using touch gestures. A chart may be pinned to TSIP 210 before or after any step of method 492.
In step 497, an indication of approach or departure is received. In an example of step 497, approach is selected and displayed using approach/departure indicator 456 of charts panel 449 of
In step 498, an indication of a navigation type is received. In an example of step 498, navigation type is selected using select navigation indicator 457 of charts panel 449 of
In step 499, a menu of available runways is automatically displayed. In an example of step 499, a menu of available runways is displayed in charts panel 449. In an embodiment, runway fourteen (RWY 14) 469 is selected and corresponding chart 470 for approach to runway fourteen is shown in charts panel 468 of
Embodiments of the present invention are directed to providing navigational aids. Navigational aids have been used in aircraft/vehicles to assist users in navigation and to improve situational awareness. However, the aids are typically separate components and sometimes multiple sources need to be referenced to gain access to necessary information. Additionally, the displays of previous navigational aid systems were limited and not able to display detailed information related to the navigational aid. For example, the previous displays were typically very small so including detailed information was not feasible since there was no room on the screen to display the information.
A navigational aid, as used herein, refers generally to a tool utilized to aid in the navigation of a vehicle whether it is the physical navigation of the vehicle, additional information aiding in the physical navigation of the vehicle, or the like. A vehicle may be any mode of transportation including, but not limited to, aircraft, watercrafts, automobiles, etc. In preferred embodiments, the present invention is implemented within an aircraft. While navigational aids currently exist that help “guide” a vehicle, or aircraft in embodiments, that is the extent of the aid. A mere “guide” showing where the aircraft or vehicle is traveling is provided. The present invention offers integration of multiple informational sources as well as detailed navigational information.
The navigational aids of the present invention may be displayed via the TSIP 210. Additionally, the use of a camera, such as camera 290, may facilitate the capture of the real-time image displayed on the TSIP 210. The navigations aids described herein may be displayed on the TSIP 210 overlaying the real-time image. In embodiments, navigational aids are displayed overlaying a three-dimensional real-time panoramic view. The navigational aids may include, for instance, a travel guide, a flight guide, an airport guide, and a traffic guide, to name a few. Any other application that aids in the navigation of a vehicle (e.g., aircraft, automobile) may be included in the navigational aids displayed via TSIP 210.
Initially, a travel guide navigational aid will be discussed. The travel guide may be displayed overlaying the three-dimensional real-time image of the TSIP 210. The travel guide itself may be displayed in a three-dimensional representation. A travel plan refers generally to the planned path that a vehicle is expected to follow to arrive at a destination. A travel path refers generally to an actual path of a vehicle.
An example of a travel guide is a flight guide for an aircraft. The flight guide, with the use of a plurality of planes, or path indicators, creates a graphical representation of a flight plan and/or flight path. Flight plan, as used herein, refers generally to a planned path identified at the onset of the flight an aircraft should follow to arrive at a destination. A flight path, as used herein, refers generally to an actual path of an aircraft.
The flight/travel path may or may not be the same as the flight/travel plan. User configurations may determine whether a flight/travel plan or flight/travel path is displayed. Alternatively, a setting could be selected that provides both the flight/travel plan and the flight/travel path such that a user is able to quickly view if there are any differences between the current flight/travel plan and the planned flight/travel plan.
The travel guide may interact with various systems of an aircraft/vehicle including, but not limited to, aircraft avionics, autopilot and flight plan systems to determine location, speed, altitude, attitude, and the like, to display the appropriate flight track the aircraft will/should follow. The information necessary to the travel guide application may be acquired from the ARINC Data Bus of any avionics manufacturer system. In embodiments, the travel guide application may be a stand-alone component in communication with the avionics manufacturer's system. In additional embodiments, the travel guide application may be incorporated into an avionics manufacturer's system.
The flight guide application may be a feature that is controlled directly from the TSIP 210.
Turning now to
A plurality of path indicators is provided in
The flight guide 511 may include one or more waypoints. A waypoint, as used herein, refers generally to coordinate in physical space.
This example is further described with respect to
One or more airports, as previously described, may be provided in a flight guide as a waypoint, a destination, an origin, or the like. When navigating, it may be useful to have access to airport information associated with said airports, whether it is the destination airport or not, for a variety of reasons.
Airports may be presented within the TSIP when it is determined they are within a predetermined distance from the aircraft. The predetermined distance may be any distance desired by a user and is configurable such that it may be dynamically changed. An exemplary predetermined distance is 150 nautical miles. A current location of the aircraft/vehicle may be continuously monitored such that the predetermined distance evaluated is constantly changing. For instance 150 nautical miles from the aircraft at Point A is different when the aircraft travels 5 miles east to Point B. Thus, the TSIP may be in constant communication with other aircraft/vehicle systems to provide updated, real-time data including a current location of the aircraft and any updates to airport information based on changes in the aircraft's current location.
There may be situations where detailed information related to traffic may be needed. Traffic, as used herein, refers generally to any vehicle proximate to, or within a predetermined distance of, the aircraft/vehicle equipped with TSIP 210.
Traffic icon 527 may be configured such that selection thereof may result in a display of detailed traffic information. The detailed information may be provided in a detailed traffic panel as illustrated in
The ability to make a selection of, for example, a traffic icon or a destination airport indicator allows users to obtain a real-time detailed view via the TSIP where users may have otherwise been required to reference several sources to compile information and still would not have the compilation viewable on a touch screen interface with a single selection. Each embodiment of this application (e.g., traffic and airport details, travel guides, etc.) may be provided overlaying a real-time image.
Additionally, with each of the airport and traffic embodiments, information may have been previously displayed such as a simple identifier but detailed information including distance, elevation, speed, etc. was not previously displayed.
Furthermore, with each of the airport and traffic embodiments, a current location of the aircraft/vehicle is continuously monitored and updated (via, for example, GPS) such that the airport information, traffic information, waypoint information, etc. is accurate. For example, the travel guide discussed herein is configured to indicate a proximate waypoint. A current location of an aircraft/vehicle is continuously monitored and updated so that it is known when a waypoint is within a predetermined distance of the aircraft/vehicle. Similarly, a current location of an aircraft/vehicle should be known at all times in order to ascertain traffic that is within a predetermined distance of the current location. This real-time monitoring provides up-to-date information. Furthermore, detailed information provided (e.g., detailed airport information, detailed traffic information) may include information that requires updating based on updates to a current location of an aircraft/vehicle. For instance, in
Traffic information may be provided to users based on distance levels. A distance level, as used herein, refers generally to distance ranges to organize data. Aircraft/vehicle users (e.g., operators, pilots, co-pilots) would like to be alerted to traffic but, in some cases, may not need an urgent alert. For example, traffic may be detected that is X distance away from aircraft/vehicle, where X is a completely normal, safe distance. On the other hand, traffic may be detected that is Y distance from the aircraft/vehicle, where Y is not necessarily a risk yet but is something that should be monitored or may require action. Lastly, there may situations where traffic is detected at Z distance, where Z is an emergent situation that is a risk and requires action to avoid danger. It makes sense to provide these varying levels of traffic notifications to a user in a different manner. Thus, distance levels may be utilized to organize traffic. Distance levels may be configured by a user and exemplary figures are only used herein for example purposes only. Assume that a predetermined distance from an aircraft/vehicle to monitor is 100 nautical miles. A first distance level may be 50-75 nautical miles, while a second distance may be 25-50 nautical miles, and furthermore a third distance may be less than 25 nautical miles. Again, these distances are merely exemplary and may be configured and customized for each user's preferences. Additionally, the system may be configured to include as many distance levels as desired by users.
Thus, when traffic is detected within the first distance level, it may simply be displayed via the TSIP with some identifying information. Alternatively, traffic at other distance levels designated by a user to accompany a notification may be provided via the TSIP along with an alert. The alert may be a separate notification (e.g., a pop-up alert panel) or may be included in or with the traffic icon (e.g., an exclamation point on the traffic icon, the traffic icon appearing in an alert color (e.g., red), and the like). Additionally, the TSIP may be equipped with a master alert system that results in the TSIP (the entire TSIP) indicating an alert is present. In the example of nearby traffic, if an alert is warranted based on the distance level, the TSIP master alert system may initiate and generate an alert by, for example, making a border of the TSIP flash with an alert (e.g., the border may flash a color (red)), switch to an alert state (e.g., the border may switch to an alert color designated by a user), or the like.
With reference to
With reference to
With reference to
Additional embodiments of the present invention are directed to providing a synthetic vision display in combination with the TSIP. SVS have been used in aircraft for quite some time to improve situational awareness. However, the synthetic vision enhancements were either applied entirely or not at all. SVS are not currently available in a gradient-type application. In other words, synthetic vision enhancements have not been applied to a real-time image to achieve an image that is a combination of a real-time image and a synthetic vision enhancement. For example, rather than turning the SVS on and viewing a 100% synthetic image, a user could, utilizing the present invention, indicate that a synthetic vision enhancement should be applied according to a synthetic vision application value. A synthetic vision application value, as used herein, refers generally to a numerical value with which to apply a synthetic vision enhancement. In embodiments, the synthetic vision application value is a percentage value. In additional embodiments, the synthetic vision application value is a percentage value less than 100% to achieve a combination of a synthetically enhanced image and the real-time original image.
In application, a real-time image is captured by, for example, the camera 290 of
The original image may be modified to include synthetic vision enhancements upon receiving an indication to apply a synthetic vision application or enhancement to the original image. The indication may be a user selection from a menu of the TSIP or any other means available to activate or apply a synthetic vision enhancement.
Once indicated, a synthetic vision application value is identified and applied to an original image. The synthetic vision application value may be user input. Alternatively, a default value may be set in the system to be automatically applied such as, for example, 50%. Any desired value may be set as the default value.
The indicated synthetic vision enhancement may be overlaid on the original image to generate a modified image.
The gradient-type feature of the synthetic vision application provides users the ability to dynamically adjust images. This improves situational awareness by allowing users more power in controlling the image. For example, on a foggy/cloudy day, a user may need more synthetic vision to “see” through the weather but as the fog/clouds lift, the user could reduce the amount of synthetic vision enhancements to bring in real images to better identify landmarks (e.g., roads, rivers, houses, etc.) that the synthetic vision would not show.
The TSIP 210 may be further configured to display data in a three-dimensional view. Weather, for instance, may be displayed in a three-dimensional view in combination with the original image. Alternatively, data (e.g., weather) may be displayed in a three-dimensional view in combination with a modified image including the original image and a synthetic vision enhancement. This embodiment is illustrated in
Furthermore, two-dimensional user interface panels may be provided at any view of the TSIP. For instance, user interface panels may be provided over an original image, a modified image including an original image and a synthetic vision enhancement, or a modified image including an original image, a synthetic vision enhancement, and a three-dimensional representation.
In application, a second modified image may be generated upon receiving an indication that weather information (whether two or three-dimensional) is to be included in an image. The second modified image may be a modified image that includes the original image and a synthetic vision enhancement combined with weather information. Alternatively, weather information may be overlaid with an original image. For instance, an original image could be modified to include three-dimensional weather representations without the addition of any synthetic vision enhancements.
While various data points (e.g., synthetic vision enhancements, weather, etc.) may overlay an original image (i.e., view) the data can, at any time, be removed from the view.
With reference now to
With reference to
In addition to aircraft flight-control surface representations, aircraft flight-control system 700 continuously monitors aircraft data busses to determine positions and intended movement of the flight-control surfaces and illustrates instantaneous positions of flight-control surfaces with position indicators via TSIP 210. The aircraft's data busses continuously receive data from sensors configured to determine actual positions of flight-control surfaces. Position indicators may include graphical and numerical indicators. An exemplary graphical indicator is a rudder graphical indicator 710, which indicates the aircraft's rudder position to the left or right of the aircraft's vertical stabilizer. Specifically,
Many aircraft flight-control surfaces, including rudders, horizontal stabilizers and elevators, typically receive input for control from a control stick and/or rudder pedals. Aircraft flight-control system 700 is configured to continuously display instantaneous positions regardless of how the flight-control surfaces are controlled. In an embodiment, aircraft flight-control system 700 is configured to receive inputs via TSIP 210 to control aircraft flight-control surfaces including rudders, horizontal stabilizers and elevators.
In addition to graphical indicators, aircraft flight-control system 700 includes numerical indicators to continuously display instantaneous positions of flight-control surfaces. For example, a rudder numerical indicator 708 displays a numeric position in degrees with respect to the aircraft's vertical stabilizer. Specifically,
In addition to graphical and numerical position indicators used to display aircraft flight-control information, aircraft flight-control system 700 may be configured to receive selections for controlling aircraft surfaces. For example, a series of displayed flap angle options are configured to receive selections of flap angles.
Controlling flap angles by receiving flap angle selections via TSIP 210 is an improvement over prior art methods that use a monument mounted in the pedestal. An aircraft flap controller is essentially a lever mounted to an electrical resolver, which reads the position of the flap handle lever and converts that position to a digital signal. The signal is interpreted as a command to the flap driver in the wing, which moves the flap surface. Aircraft flight-control system 700 replaces the monument and generates identical digital signals upon receiving selections via TSIP 210. One advantage of using TSIP 210 is to avoid the need for the pedestal, which removes potential for foot strikes on the flap controller.
Aircraft flight-control system 700 displays actual (measured) positions of flight-control surfaces. Thus, if selection is received to deploy the flaps, for example, but one or more flaps does not move, the actual state of each flap is displayed, not the intended position. This provides the user with greater situational awareness in the event of a suspected malfunction with a flight-control surface.
During movement of a flight-control surface, corresponding graphical and numerical indicators may display the actual position accordingly. For example, if the aircraft's rudder moves to the right, rudder graphical indicator 710 indicates a rudder position to the right, and rudder numerical indicator 708 displays a numeric position in degrees, with respect to the aircraft's vertical stabilizer. In an embodiment, rudder display 704 also graphically indicates a rudder position to the right with respect to the aircraft's vertical stabilizer. In another embodiment, rudder display 704 is configured to blink to represent rudder movement.
When a desired position is not reached by a flight-control surface, one or more warning signals may be displayed via the graphical and numerical indicators. For example, if selection is received for thirty-five-degree flap option 725 but one or more flaps does not reach thirty-five degrees below nominal (i.e., fully deployed), the corresponding graphical indicator for each faulty flap may be highlighted in a different shade or color. For example, a nominal graphical indicator may be green, whereas a caution is amber and a warning is red. In an embodiment, a warning includes a flashing graphical indicator to attract attention. In another embodiment, noises are made to attract attention to a warning. If a surface that is supposed to work in unison, such as the three flap panels, malfunctions, the system changes the flight-control surface color from green to amber or red. As an example, selection is received to deploy the flaps to thirty-five degrees, but middle flap panel on the right wing deploys to seven degrees, middle flap display 720 would produce a warning signal. Thus the graphical representation of aircraft flight-control system 700 provides the user with a quick visual guide to the state of each flight-control surface for improved situational awareness.
Mode controller 741 includes options for selection of various autopilot control functions via TSIP 210 including, but not limited to, Flight Level Change (FLC) 742, Autopilot (AP) 743, Altitude (ALT) 744, Vertical Speed (VS) 745, Vertical Navigation (VNV) 746, and Flight Director (FD) 747. Once selection of an autopilot mode is made, the respective portion of mode controller 741 may be highlighted, with a different shade or color for example.
Left engine indicator 750 and a right engine indicator 755 provide the user with a graphical and numerical representation of engine performance and status.
Left engine indicator 750 includes a fan speed numerical display 751 and a fan speed graphical display 752. Similarly, right engine indicator 755 includes a fan speed numerical display 756 and a fan speed graphical display 757. Fan speed numerical displays 751 and 756 include numerical indicators of fan speed, for example, as a percentage of a pre-determined maximum fan speed, corresponding to the aircraft's left and right engine fan speeds, respectively. Fan speed graphical displays 752 and 757 include graphical indicators of fan speed, such as a graphical dial for example, corresponding to fan speed of the aircraft's left and right engines, respectively. Graphical displays 752 and 757 may include various shading or coloring to convey fan speed information. For example, fan speeds less than eighty percent may be colored green, while fan speeds between eighty and eighty-nine percent may be colored amber to indicate caution, and fans speeds of ninety percent or greater may be colored red to provide a warning signal. In an embodiment, fan speed graphical displays 752 and 757 include gradients of shading or coloring between different shades or colors, respectively. In an embodiment, fan speed numerical displays 75 land 756 include coloring or shading that matches fan speed graphical displays 752 and 757, respectively.
Left engine indicator 750 includes an Interstage Turbine Temperature (ITT) numerical display 753 and an ITT graphical display 754. Similarly, right engine indicator 755 includes an ITT numerical display 758 and an ITT graphical display 759. ITT numerical displays 753 and 758 include numerical indicators of temperature, for example in degrees Celsius, corresponding to measured temperature of the aircraft's left and right engines, respectively. ITT graphical displays 754 and 759 include graphical status indicators that change shade or color, for example, corresponding to temperature changes for the aircraft's left and right engines, respectively, and to provide warnings of anomalous performance. In an embodiment, ITT numerical displays 753 and 758 change shade or color to match the shade or color of ITT graphical displays 754 and 759, respectively
Each of the numerical and graphical displays for the engine indicators, shown in
In step 772, a selection of an aircraft flight-control function is received. In an example of step 772, selection of aircraft flight-control system 700 (of
In step 773, an indication is received to identify a flight-control surface to control. In an example of step 773, an indication is received to control flaps via flap angle options including zero-degree flap option 722, seven-degree flap option 723, fifteen degree flap option 724, and thirty-five degree flap option 725, as shown in
In step 774, a selection is enabled to initiate a position change for the selected flight-control surface. In an example of step 774, flap angle options are enabled for selection to change flap positions including zero-degree flap option 722, seven-degree flap option 723, fifteen-degree flap option 724, and thirty-five degree flap option 725, as shown in
In step 775, a corresponding movement to a selected position is verified for the aircraft flight-control surface. Example flight-control surfaces include the aircraft's horizontal stabilizer, elevator, rudder, aileron, speed brake, and flap. Movement of flight-control surfaces may be controlled by aircraft flight-control system 700 or by other automatic or pilot-initiated controls such as a control stick or rudder pedals. In an example of step 775, following selection of zero-degree flap option 722, flap displays 715, 716, 717, 719, 720, 721 are configured to indicate fully retracted flap positions and zero-degree flap option 722 is highlighted, as shown in
Step 776 is a decision to determine if the selected position deviates from an actual position. If in step 776, the selected and actual positions are determined to be the same (i.e., they essentially do not deviate from one another), then method 770 proceeds to step 777 to end. In an example of step 776, following selection of thirty-five-degree flap option 725, fully deployed flap positions are measured, and method 770 proceeds to step 777 to end. Because aircraft flight-control system 700 is configured to continuously display actual flight-control surface positions, step 776 is both simple and intuitive to perform. For example, aircraft flight-control system 726 instantaneously displays the actual position of fully-deployed flaps by highlighting thirty-five-degree flap option 725 and showing flap displays 715, 716, 717, 719, 720, 721 in their fully deployed configuration, as shown in
If in step 776, the selected and actual positions are determined to deviate from one another (i.e., they are not essentially the same position), then method 770 proceeds to step 778 to display a warning signal to indicate that the selected position deviates from the actual position of the control surface. Step 778 is followed by step 779 to present a list of selections for possible responses to the warning signal. Example responses include silencing an audible warning signal, stopping a warning signal from flashing, resetting a flight-control surface to its nominal position, and repeating selection for a desired position. In step 780, an indication is received of a selected response to the warning signal, after which method 770 returns to step 775 to verify movement of the selected position to the actual position.
In embodiments, awareness-enhancing indications are communicated by displaying them on the touch screen instrument panel. In order to provide a frame of reference,
This changes, however, when an alert is received from the aircraft systems. Referring now to
In a Step 804, assuming the information regards an alert at a sufficient severity level, the computer 201 causes an awareness-enhancing indication, which, in an embodiment could be a peripheral display made to alert the user of the existence of a warning. More specifically, in some embodiments, the display is made peripherally at one or more locations. In yet further other embodiments, the display is made substantially around the entire periphery of the touch screen as can be seen in the embodiment disclosed in
Referring to
In other embodiments, or in addition to, or instead of the margin-displayed indication, the awareness-enhancing indication is provided in the form of highlighting menu options. “Highlighting” or “highlighted” as used herein means that an item is made to be differentiated from other items, or otherwise modified to increase awareness relative to that item. The use of the term should not be interpreted as requiring any particular color or other further restrictive constructions unless otherwise specified.
In terms of the process embodiment disclosed in
Aside from the crew-alert button illumination (CAS) shown in 814 of
Each of these menu buttons 814, 815, and 817 can be highlighted in a number of different ways. In some embodiments, they are illuminated in a color that is the same of the particular warning level identified in Step 803. For example, for an extreme alert, a button might be illuminated in red—a color that those skilled in the art recognize as indicating a high level of seriousness. For less serious, but still important situations, the buttons might be illuminated in yellow. For moderately important situations the coloring might be blue, and for less serious items the coloring might be white.
Once a user identifies an alert exists as described wherein the peripheral area 812 is illuminated, in buttons 814, 815, and 817 are similarly highlighted by illumination, corrective measures can be taken. Button 815 “ELECT” provides, for example, electrical system schematic diagrams (see
Looking more closely at the crew alertness window 819, the window is initially presented in a collapsed format (as shown in
Referring to
A user concerned about the warning is then able to click on, and thus expand bar 823, revealing means to correct the situation. Here, temperature sensors have detected a temperature, displayed in bar 823, that is below a predetermined setpoint. Thus, the expansion of bar 823 displays an appropriate solution, that being “TURN ON RIGHT WING ANTI-ICE” which is displayed next to a button 827 labeled with “RH WING”. In embodiments, action button 827 will also be highlighted in the same color of warning indication (yellow) as has been used to lead the user through the process. If the user selects action button 827, the anti-ice equipment will be activated with respect to the right wing, thus correcting the problem of potential ice buildup.
Bar 824, labelled as “LEFT BATTERY OFF”, would operate in much the same way. For example, it might also be displayed at its respective severity level, e.g. yellow here, indicating a serious situation needing to be dealt with, but not emergency situation. Note that bar 824 may include pertinent information, such as real-time data from sensor measurements for battery voltage, current and temperature, for example. When Bar 824 is expanded as shown in
Procedurally speaking, the crew-alert processes enable the reaching of a solution to the warning by increasing awareness (leading the user through menus using color-coded highlighting). In
The crew is also offered an alternative approach to reaching the same solution. More specifically, given an alert, highlighting also directs the user to find a solution to the problem by looking at a particular system involved. As will be recalled, from the discussions involving
Upon the selection of highlighted menu item 815 (labeled as “ELECT” in
A similar process would also be afforded to a user in addressing the problem with the anti-icing system reflected by the highlighting of system button 816 (entitled “ANTI ICE”). Assuming that all the remedial actions have been taken, the computer will then turn off the peripheral warning and remove the highlighting in a Step 810.
Another aspect of the touch-screen instrument panel enables the bringing up of a graphical representation of at least one system component (e.g., possibly a device that is a part of the aircraft flight equipment 250, see
Referring back to
It should also be understood that this maintenance window can also be brought up as a result of an alert issued. This might occur, e.g., when a parameter value (e.g., PSI) is identified as being abnormally low (e.g., the value of 25 PSI value in tire 835). Referring back to the process diagram 801 shown in
Additionally, the warning-causing parameter value display 834 and/or the particular device (e.g., tire 835) in which the abnormality is occurring are (in embodiments) highlighted in a color indicating the severity level of the alarm (and consistent with the color currently used in the highlighting of the menu item 817 and margin warning 812). The result is that a user, in face of a system abnormality, is quickly navigated to the source of the problem, and can easily identify the real-time value relevant to that problem.
Expanding of the “DIAGNOSTICS” bar 836 (as shown) gives the user the ability to examine the states of the inputs and outputs of various PC cards by selecting (i.e. touch) any of the particular cards listed. Additional maintenance items may be retrieved from the maintenance window along with document look-ups stored on databases 230. This feature provides an aircraft/vehicle maintenance crew with improved access to relevant maintenance information.
In another aspect which enhances user awareness, processes are provided which give the user a historical context for parameter values. Referring to
Similarly, oil pressure chart 839 enables the user to see not only real-time values 842, but also to view them in a historical context. The historical nature of these charts is beneficial because the user is able to see abnormalities not only in the real time value 840, but also in the context of the past for those values.
Embodiments of the invention have been described to be illustrative rather than restrictive. Alternative embodiments will become apparent to those of ordinary skill in the art to which the present invention pertains without departing from its scope.
While the invention is susceptible to various modifications and alternative constructions, certain illustrated embodiments thereof are shown in the drawings and have been described above in detail. It should be understood, however, that there is no intention to limit the invention to the specific forms disclosed but, rather, the invention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention.
It will be understood by those of ordinary skill in the art that the order of the steps recited herein is not meant to limit the scope of the present invention in any way and, in fact, the steps may occur in a variety of different sequences within embodiments hereof. Any and all such variations, and any combination thereof, are contemplated to be within the scope of embodiments of the present invention.
This application is a continuation-in-part of U.S. patent application Ser. No. 15/678,552, filed Aug. 16, 2017, which is a continuation of U.S. patent application Ser. No. 14/642,256, filed Mar. 9, 2015, which claims the benefit of each of U.S. Provisional Application No. 61/951,145; U.S. Provisional Application No. 61/951,189; U.S. Provisional Application No. 61/951,260; U.S. Provisional Application No. 61/951,231; U.S. Provisional Application No. 61/951,240; U.S. Provisional Application No. 61/951,243; U.S. Provisional Application No. 61/951,157; U.S. Provisional Application No. 61/951,168; U.S. Provisional Application No. 61/951,201; U.S. Provisional Application No. 61/951,152; U.S. Provisional Application No. 61/951,195; U.S. Provisional Application No. 61/951,208; U.S. Provisional Application No. 61/951,220; U.S. Provisional Application No. 61/951,234; U.S. Provisional Application No. 61/951,166; U.S. Provisional Application No. 61/951,215; U.S. Provisional Application No. 61/951,253; U.S. Provisional Application No. 61/951,216; and U.S. Provisional Application No. 61/951,223 all filed Mar. 11, 2014. The entireties of each of the aforementioned applications are incorporated by reference herein.
| Number | Date | Country | |
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| 61951189 | Mar 2014 | US | |
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| 61951223 | Mar 2014 | US | |
| 61951145 | Mar 2014 | US |
| Number | Date | Country | |
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| Parent | 14642256 | Mar 2015 | US |
| Child | 15678552 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 15678552 | Aug 2017 | US |
| Child | 15950574 | US |
