CN112185172B - Aircraft flight information system and method - Google Patents

Abstract

This application is entitled "Aircraft Flight Information Systems and Methods." A method of generating an aircraft representation includes determining an estimated first flight path for a first aircraft and determining an estimated second flight path for a second aircraft. The method also includes determining an estimated proximity of the first aircraft to the second aircraft based on the estimated flight path. The method also includes determining a navigation alert zone based on the estimated proximity indicating expected separation conflict conditions. The method also includes generating a display including: a map, a first graphical feature overlaying the map and representing the first aircraft, a second graphical feature overlaying the map and representing the second aircraft, and overlaying the map and indicating a navigation alert area. The third graphic characteristic of scale.

Description

Aircraft flight information system and method

Technical field

The present disclosure generally relates to aircraft flight information systems.

Background technique

For autonomous aircraft, a detect and avoid (DAA) system uses information describing the airspace to make automated maneuver decisions. For manned aircraft, DAA systems can greatly improve pilot situational awareness by providing the pilot with relevant data about the airspace. DAA systems can be used on both conventionally manned aircraft and unmanned remotely piloted aircraft, since in both cases the pilot may have limited access to relevant airspace information.

In order to improve the operation and design of DAA systems, the Radio Technical Committee for Aeronautics (RTCA) has published a document titled "SC228Ph 1 Minimum Operating Performance Standards (MOPS)" which recommends minimum characteristics of DAA systems, including those specified by the DAA Some characteristics of the display (or other human-computer interface) used by the system. Overall, the SC228Ph 1 MOPS document addresses issues related to unmanned aerial vehicles operating at high altitudes, rather than low-altitude airspace operations of manned or unmanned aerial vehicles. Additionally, the SC228Ph 1 MOPS document does not describe how to collect and analyze airspace data to produce displays containing pilotage-related information, and provides no guidance on arranging such displays to reduce pilot workload. The SC228Ph 1 MOPS document also does not describe the use of a DAA system in the cockpit to support conventional pilot aircraft operations.

Contents of the invention

In a particular embodiment, a method of generating an aircraft display includes determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a second aircraft. The method also includes determining an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path. The method also includes determining a navigation alert zone based on the estimated proximity indication of an expected separation conflict condition, wherein if the first aircraft flies within the navigation alert zone, the expected separation conflict condition is predicted to occur. The method also includes generating a display graph. The display includes a map representing a geographic area proximate the first aircraft and the second aircraft, an overlay map representing a first graphical feature of the first aircraft, an overlaid map representing a second graphical feature of the second aircraft, and an overlay map indicating A third graphical feature of the navigation alert zone relative to the scale of the geographical area proximate the first aircraft and the second aircraft.

In certain embodiments, an aircraft flight information system includes at least one processor and memory storing instructions executable by the at least one processor to perform operations. These operations include determining an estimated first flight path for the first aircraft and determining an estimated second flight path for the second aircraft. The operations also include determining an estimated proximity of the first aircraft to the second aircraft based on the estimated first flight path and the estimated second flight path. The operations also include indicating an expected separation conflict condition based on the estimated proximity and determining a navigation alert zone where the expected separation conflict condition is predicted to occur if the first aircraft flies within the navigation alert zone. These operations also include generating display plots. The display includes a map representing a geographic area proximate the first aircraft and the second aircraft, an overlay map representing a first graphical feature of the first aircraft, an overlaid map representing a second graphical feature of the second aircraft, and an overlay map indicating A third graphical feature of the navigation alert zone relative to the scale of the geographical area proximate the first aircraft and the second aircraft.

In certain embodiments, a non-transitory computer-readable storage device stores instructions executable by a processor to perform operations. These operations include determining an estimated first flight path for the first aircraft and determining an estimated second flight path for the second aircraft. The operations also include determining an estimated proximity of the first aircraft to the second aircraft based on the estimated first flight path and the estimated second flight path. The operations also include indicating an expected separation conflict condition based on the estimated proximity and determining a navigation alert zone where the expected separation conflict condition is predicted to occur if the first aircraft flies within the navigation alert zone. These operations also include generating display plots. The display includes a map representing a geographic area proximate the first aircraft and the second aircraft, an overlay map representing a first graphical feature of the first aircraft, an overlaid map representing a second graphical feature of the second aircraft, and an overlay map indicating A third graphical feature of the navigation alert zone relative to the scale of the geographical area proximate the first aircraft and the second aircraft.

Description of the drawings

1 is a block diagram illustrating an example of a system including an aircraft flight information system;

Figure 2 is a diagram showing an example of airspace in which multiple aircraft are present;

Figure 3 is a diagram illustrating a first example of an aircraft flight information display providing information related to the airspace of Figure 2;

4 is a diagram showing a second example of an aircraft flight information display chart providing information related to the airspace of FIG. 2 ;

FIG. 5 is a diagram illustrating a third example of an aircraft flight information display providing information related to the airspace of FIG. 2;

6 is a diagram illustrating a fourth example of an aircraft flight information display providing information related to the airspace of FIG. 2;

Figure 7 is a flowchart illustrating an example of a method of generating an aircraft information display map;

8 is a flowchart illustrating another example of a method of generating an aircraft information display map; and

9 is a block diagram illustrating an example of a computing environment including a computing device configured to implement operations of an aircraft flight information system.

Detailed ways

Embodiments disclosed herein provide a human-machine interface that improves navigator situational awareness and reduces navigator workload by organizing data presented to the navigator in a manner that prioritizes the data and simplifies understanding of the data. Specific embodiments are described herein with reference to the accompanying drawings. In the specification, common features are denoted by common reference numerals throughout the drawings. In some figures, multiple instances of specific types of features are used. Although these features are physically and/or logically distinct, the same reference numerals are used for each feature, and different instances are distinguished by adding letters to the reference numerals. When features are referred to herein as a group or class (for example, when no specific one feature is referenced), the reference number is used without the distinguishing letter. However, when reference is made herein to a specific feature among several features of the same type, a reference number with a distinguishing letter is used. For example, referring to Figure 2, a plurality of aircraft are shown and associated with reference numerals 210A, 210B, and 210C. When referring to a specific one of these aircraft (eg, aircraft 210A), the distinguishing letter "A" is used. However, when referring to any one of these aircraft or to the aircraft as a group, reference number 210 is used without the distinguishing letter.

As used herein, the various terms are used for the purpose of describing particular embodiments only and are not intended to be limiting. For example, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. Additionally, the terms "comprise," "comprises," and "comprising" may be used interchangeably with "include," "includes," or "including." Additionally, the term "wherein" may be used interchangeably with the term "where." As used herein, "exemplary" means examples, embodiments, and/or aspects and should not be construed as limiting or indicating a preference or preferred embodiment. As used herein, ordinal terms (e.g., "first," "second," "third," etc.) used to modify elements (e.g., structure, components, operations, etc.) do not themselves indicate the relative position of that element with respect to another element. any precedence or order, but merely distinguishes that element from another element with the same name (but for the use of ordinal terms). As used herein, the term "set" refers to a grouping of one or more elements, and the term "plurality" refers to a plurality of elements.

As used herein, "generate," "compute," "use," "select," "access," and "determine" are interchangeable unless the context indicates otherwise. For example, "generating," "calculating," or "determining" a parameter (or signal) may refer to actively generating, calculating, or determining that parameter (or signal), or may refer to using, selecting, or accessing a generated parameter (or signal), For example, parameters (or signals) generated by other components or devices. Also, "adjustment" and "modification" can be used interchangeably. For example, "adjusting" or "modifying" a parameter may refer to changing the parameter from a first value to a second value ("modifying the value" or "adjusting the value"). As used herein, "coupled" may include "communicatively coupled," "electrically coupled," or "physically coupled," and may also (or alternatively) include any combination thereof. Two devices (or components) may be directly coupled or indirectly coupled (e.g., communicatively coupled, electrically coupled, or physical coupling), etc. Two electrically coupled devices (or components) may be contained in the same device or in different devices, and may be connected by electronics, one or more connectors, or inductive coupling (as illustrative, non-limiting examples). In some embodiments, two devices (or components) that are communicatively coupled (eg, electrically coupled) may send and receive electrical signals (digital signals) directly or indirectly, such as via one or more wires, buses, networks, etc. signal or analog signal). As used herein, "directly coupled" is used to describe coupling (eg, communicatively, electrically, or physically coupling) two devices without intervening components.

Embodiments disclosed herein include elements of a DAA system, or more generally, an aircraft flight information system. In particular, the aircraft flight information system is configured to generate a display including warning information and guidance information to the navigator. The present disclosure also includes methods of determining information to be displayed. The display provides the navigator (who may be a remote navigator) with information indicating position, identification, and other relevant information (eg, estimated or expected flight path) related to the aircraft in the airspace. The display also uses visual cues (which can be supplemented by auditory cues) to identify (and prioritize) potential hazards in the airspace. The display also provides the navigator with information about the aircraft being piloted, such as heading, altitude/vertical profile, and waypoint locations. Display charts are constructed to reduce navigator workload by displaying a consistent set of information that is easily understood by the navigator. For example, the aircraft flight information system avoids generating displays in a manner that switches between providing advice on avoiding positions to guide the aircraft (eg, "no go" advice) and advice on locations to guide the aircraft ("go ahead" advice). Because the navigator must promptly evaluate each piece of information presented in the display to decide whether the information is a go-forward or a no-go advisory, switching between a go-forward and a no-go advisory can cause navigator confusion and increase navigator work. quantity.

As used herein, proximity includes or refers to a measurement of distance, a measurement of time, or both, unless the context indicates otherwise. For example, the proximity of two aircraft may be expressed as a distance (e.g., a number of meters or feet) based on the orientation of the aircraft, or may be expressed as a time (e.g., seconds) based on the orientation of the aircraft and the relative speed between the aircraft. number). Additionally, as used herein, a separation conflict condition may occur based on the aircraft's proximity being less than a time-based separation threshold, less than a distance-based separation threshold, or both. For example, a time-based separation threshold can be compared to a distance-based separation threshold by converting the relative speed between the aircraft to distance, or by converting the distance-based proximity to time using the relative speed between the aircraft. Proximity comparison.

In certain embodiments, the display includes guidance for the navigator in a manner consistent with the navigator's primary mode of aircraft control. The guidance format is graphically evolved to produce a display in a manner that conveys information about the time criticality (and thus priority) of various actions. Display charts also provide guidance in a way that helps pilots associate and prioritize relevant information with specific navigation hazards, for example, indicating which other aircraft in the airspace represents the most imminent navigation hazard. By improving navigator situational awareness and reducing navigator workload, display charts support more effective and efficient piloting of complex airspace scenarios (e.g., airspace with multiple other aircraft acting as navigation hazards, encounters near terrain, adverse weather, etc.) members’ decisions.

FIG. 1 is a block diagram illustrating an example of a system 100 including an aircraft flight information system 104 . The aircraft flight information system 104 is configured to facilitate the operation of the aircraft 202 . The aircraft 202 is an aircraft controlled through the aircraft flight information system 104 . The term "ownership" is used herein to distinguish an aircraft controlled by the aircraft flight information system 104 from other aircraft 210 in the airspace. The aircraft flight information system 104 is configured to provide a display 150 that includes information describing the airspace in the vicinity of the own aircraft 202 . The aircraft flight information system 104 is also configured to send commands 116 to the aircraft 202 based on pilot input and/or automatic pilot flight control input. In Figure 1, the aircraft flight information system 104 is a component of the remote pilot station 102 or integrated in the remote pilot station 102 to realize the remote pilot of the local aircraft 202, or is a component of the local aircraft 202 or integrated in the local aircraft 202 or inside another aircraft. Although FIG. 1 illustrates a single local aircraft 202 , in some embodiments, the aircraft flight information system 104 is associated with more than one local aircraft 202 . In such embodiments, the aircraft flight information system 104 may generate and present a separate display 150 for each own aircraft 202 , or the aircraft flight information system 104 may generate and present a single display 150 that includes information related to multiple own aircraft 202 . A diagram is displayed as further described with reference to FIG. 6 .

The aircraft flight information system 104 includes at least one processor 124, memory 126, one or more input devices 128, one or more communication interfaces 118, a display device 130, and other output devices 156 (e.g., speakers, buzzers, lights, etc. ). Memory 126, input devices 128, communication interface 118, display device 130, and other output devices 156 are coupled directly or indirectly to processor 124. The memory 126 stores instructions 132 that are executable by the processor 124 to perform operations related to receiving and presenting information describing the airspace surrounding the aircraft 202 , presenting flight advisories to the navigator, receiving and processing flight control inputs from the navigator, and The commands are conveyed to the machine 202 for associated various operations. Details of various operations that may be performed by processor 124 executing instructions 132 are described with reference to FIGS. 7 and 8 .

Communication interface 118 includes or is coupled to transmitter 120, receiver 122, or a combination thereof (eg, a transceiver). The communication interface 118 is configured to enable communication with the own aircraft 202 , other aircraft 210 , systems that collect or generate airspace data 114 describing the airspace around the own aircraft 202 , or a combination thereof. Communications may include sending and/or receiving information generated at own aircraft 202 (e.g., audio, video, or sensor data), information generated at other aircraft 210 (e.g., voice or transponder information), in an aircraft flight information system Information (eg, commands) generated at 104 or collected by the aircraft flight information system 104, or a combination thereof. For example, communication interface 118 is configured to receive commands from processor 124 and cause transmitter 120 to send commands (eg, command 116 ) to local machine 202 . In FIG. 1, command 116 is sent via wireless transmission (eg, via terrestrial radio frequency antenna 108 or via a satellite uplink between satellite ground station antenna 110 and one or more satellites 112). In embodiments in which the aircraft flight information system 104 is integrated within the aircraft 202 , the command 116 may be transmitted via the aircraft's 202 bus or on-board data communications architecture.

Receiver 122 is configured to receive airspace data 114 and/or other information via terrestrial radio frequency antenna 108, via satellite uplink, via another source such as a radar system or air traffic control system, or a combination thereof. Airspace data 114 includes information such as the bearing, heading, speed, altitude, and type of own aircraft 202 and each other aircraft 210 . Airspace data 114 may also include other information, such as notifications to pilots, terrain and weather information. Spatial domain data 114 is provided to processor 124, stored in memory 126, or both.

In FIG. 1 , instructions 132 include flight control instructions 134 , flight path estimation instructions 136 , time remaining to act (TRTA) estimation instructions 138 , and graphical user interface (GUI) generation instructions 140 . Flight control instructions 134 , flight path estimation instructions 136 , TRTA estimation instructions 138 , and GUI generation instructions 140 are shown in FIG. 1 as separate modules within instructions 132 for convenience only. In some implementations, two or more modules corresponding to flight control instructions 134, flight path estimation instructions 136, TRTA estimation instructions 138, and GUI generation instructions 140 are combined. To illustrate, flight path estimation instructions 136 , TRTA estimation instructions 138 , and GUI generation instructions 140 may be combined into an application, such as aircraft flight information application 934 of FIG. 9 . In other implementations, instructions 132 include different modules or more modules than shown in FIG. 1 . To illustrate, flight path estimation instructions 136 may be divided into modules, such as a module for estimating a future flight path of own aircraft 202 based on the current flight path of own aircraft 202 and a module for determining various alternative flight paths that host aircraft 202 may take. The consequences of the module. As another illustrative example, one or more other modules may estimate a future flight path of another aircraft 210 based on its current flight path and determine the consequences of various alternative flight paths that other aircraft 210 may take. In this illustrative example, one or more other modules may select an estimated flight path from the set of candidate alternative flight paths for another aircraft 210 for further processing (eg, block 812 of FIG. 8 ). Flight path estimation instructions 136 may estimate the future flight path as a linear or non-linear flight path.

Flight control instructions 134 may be executed by processor 124 to cause processor 124 or enable processor 124 to receive input from the navigator via input device 128 and generate commands (such as command 116 ) for local aircraft 202 based on the input. In some embodiments, flight control instructions 134 may also or alternatively include autonomously or semi-autonomously (eg, autonomously within pilot-specified parameters) controlling the automatic pilot system of the aircraft 202 . In some embodiments, input device 128 includes a conventional aircraft flight input device, such as a lever, throttle handle, yoke, pedal, or other aircraft inceptor. In other embodiments, input device 128 includes a computer/game type input device, such as a mouse, keyboard, joystick, or game system controller. In other embodiments, the input device 128 includes a combination of a traditional aircraft flight input device, a computer/game type input device, other devices (eg, gesture, voice, or motion-based controllers), or combinations thereof. The navigator may use the input device 128 to directly command the flight control actuators of the own aircraft 202 , such as by moving the input device in a manner that indicates a specific aileron orientation or a specific roll angle. Alternatively or additionally, the navigator may use the input device 128 to specify waypoints and/or operating parameters, and the flight control instructions 134 may command the flight control actuators of the aircraft 202 based on the waypoints and/or operating parameters.

Flight control instructions 134 may also be executed to receive and analyze airspace data 114 or a portion thereof to determine the current flight status (or reported flight status) of own aircraft 202 . The flight status of the own aircraft 202 includes, for example, the position of the own aircraft 202 , the heading of the own aircraft 202 , the speed of the own aircraft 202 , the altitude of the own aircraft 202 , etc. Flight control instructions 134 generate commands 116 based on the flight status of own aircraft 202 , pilot input, aircraft characteristics 144 of own aircraft 202 , or a combination thereof. Aircraft characteristics 144 indicate flight dynamics and operational limitations of the aircraft 202, such as maximum operating altitude, maximum operating speed, turn rate limitations, maximum climb limitations, stall speeds, other aerodynamic limitations, or combinations thereof. In addition to storing information about own aircraft 202 , aircraft characteristics 144 may also include similar information about other aircraft 210 .

GUI generation instructions 140 may be executed by processor 124 to cause or enable processor 124 to generate display 150 and provide display 150 to display device 130 . In a particular embodiment, the display 150 includes a map 152 representing the geographic area in the vicinity of the own aircraft 202 and graphical features 154 representing the own aircraft 202, other aircraft 210, flight status information, flight advisories, and other information, as described with reference to Figure 3- Figure 6 describes this in more detail. The content and arrangement of graphical features 154 may be determined based on settings 158 in memory 126 . Settings 158 indicate navigator display preferences and other user-selectable preferences for information presentation regarding the aircraft flight information system 104 .

Flight path estimation instructions 136 and TRTA estimation instructions 138 may be executed to determine flight advice presented in display diagram 150 . Specifically, the flight path estimation instructions 136 are configured to estimate the future flight path of the own aircraft 202 and to estimate the future flight paths of other aircraft 210 in the airspace. For example, flight path estimation instructions 136 may determine the current heading and speed of each aircraft in the airspace (including own aircraft 202 and other aircraft 210 ) from the airspace data 114 and may extrapolate in the airspace based on the corresponding current heading and speed. The future flight path of each aircraft. Flight path estimation instructions 136 may also determine estimated proximity between own aircraft 202 and other aircraft 210 based on the future flight path of each aircraft in the airspace. Flight path estimation instructions 136 compare the estimated proximity between own aircraft 202 and other aircraft 210 to various thresholds 142 to determine whether the estimated future flight path is predicted to result in a separation conflict condition. For example, flight path estimation instructions 136 may determine the closest approach points of own aircraft 202 and another aircraft 210 based on the future flight path and use the proximity at the closest approach points as the estimated proximity to determine whether a separation conflict situation is predicted to occur. In another example, flight path estimation instructions 136 may estimate future flight paths at time intervals (eg, 5 second intervals) and may use the estimated proximity for each time interval to determine whether a separation conflict condition is predicted to occur.

Generally, a separation conflict condition occurs if a first aircraft (eg, own aircraft 202) is less than a separation threshold (eg, a threshold distance or a threshold time) from a second aircraft (eg, one of the other aircraft 210). The separation threshold may be specified by the navigator (e.g., as part of settings 158), may be specified by an organization associated with own aircraft 202 or other aircraft 210 (e.g., military, government, or commercial organization), may be specified by a regulatory agency, or Can be specified by standards organizations. In some embodiments, threshold 142 may include a plurality of different separation thresholds, and the particular separation threshold used to determine whether a separation conflict condition is predicted to occur is determined based on conditions that existed when the flight path was estimated. For example, the specific separation threshold used may depend on weather conditions, aircraft type of own aircraft 202 , airspace class, changes in own aircraft 202 performance, aircraft types of other aircraft 210 , mission parameters, etc. To illustrate, when the own aircraft 202 and the other aircraft 210 are both unmanned aircraft, a smaller separation threshold may be used compared to the separation threshold that may be used if the own aircraft 202 or one of the other aircraft 210 is a manned aircraft. threshold.

If flight path estimation instructions 136 determine that a separation conflict situation is predicted to occur based on the estimated flight path, TRTA estimation instructions 138 use airspace data 114 and aircraft characteristics 144 to estimate how long the pilot must respond (i.e., remaining action time) to avoid a separation conflict. situation. In certain embodiments, TRTA estimation instructions 138 determine navigation alert areas based on airspace data 114 and aircraft characteristics 144 . As explained in more detail with reference to Figure 2, the navigation alert zone is an area in which if the own aircraft 202 flies into the navigation alert zone and another aircraft 210 follows the future flight path estimated by the flight path estimation instructions 136, it will occur. Separation conflict situations (e.g., will be unavoidable). TRTA estimation instructions 138 provide data to GUI generation instructions 140 to cause TRTA (graphical features representing navigation alert areas, other information, or a combination thereof) to be represented in display map 150 .

In some embodiments, flight path estimation instructions 136 are further configured to determine one or more alternative flight paths for own aircraft 202 and determine whether each of the one or more alternative flight paths would result in a separation conflict condition. One or more alternative flight paths may be determined based on the current flight status or reported flight status of the own aircraft 202 and the aircraft characteristics 144 . For example, a specific alternative flight path may be determined based on the current navigation of own aircraft 202 and the maximum steering limitations of own aircraft 202 . If any alternative flight paths determined by flight path estimation instructions 136 would result in a separation conflict condition, flight path estimation instructions 136 may provide data to GUI generation instructions 140 to generate and display flight advisories in display map 150 . To illustrate, a graphical feature (eg, an advice band) may be displayed to indicate to the navigator that the navigator should not modify the flight path of own aircraft 202 to correspond to the alternative flight path because such modification would result in a separation conflict condition.

In certain embodiments, flight path estimation instructions 136 , TRTA estimation instructions 138 , or both may provide data to flight control instructions 134 to limit actions that the navigator may perform based on anticipated separation conflict conditions. For example, after TRTA estimation instructions 138 identify navigation alert areas, TRTA estimation instructions 138 may provide data to flight control instructions 134 identifying the boundaries of the navigation alert areas, and flight control instructions 134 may prevent the navigator from specifying a navigation alert for own aircraft 202 Waypoints in the area. For example, if the navigator provides input specifying a waypoint for own aircraft 202 , a command 116 may be generated and sent to own aircraft 202 based on a determination that the waypoint is not located in the navigation alert zone. Alternatively, the flight control instructions 134 may allow the navigator to specify a waypoint within the navigation alert zone, but may require the navigator to perform one or more additional steps, such as confirming that the navigator understands that the waypoint is within the navigation alert zone. For example, based on determining that the waypoint is within the navigation alert zone, the aircraft flight information system 104 may generate an output that advises the pilot that the waypoint is within the navigation alert zone and wait for confirmation from the pilot before setting the waypoint. Accordingly, the aircraft flight information system 104 generates the display 150 in a manner consistent with the navigator primary mode of aircraft control.

Graphically evolving the guidance format generates display 150 in a manner that conveys information about the time criticality (and thus priority) of various actions. For example, as conditions in the airspace change, the arrangement and display format (eg, color) of graphical features 154 of display map 150 are updated. Display map 150 also provides guidance in a manner that helps the pilot associate and prioritize relevant information with specific navigation hazards, for example, indicating which other aircraft 210 in the airspace is the most imminent navigation hazard. By improving navigator situational awareness and reducing navigator workload, the aircraft flight information system 104 supports more efficient and effective navigation of complex airspace scenarios (e.g., airspace with multiple other aircraft as navigation hazards, encounters near terrain, severe weather, etc.) Efficient navigator decision-making.

Figure 2 is a diagram showing an example of airspace 200 in which multiple aircraft are present. These aircraft include the aircraft 202 and a plurality of other aircraft 210 (including aircraft 210A, 210B, 210C, and 210D). Figure 2 also shows the heading of each aircraft in airspace 200. For example, aircraft 202 has a heading 204, aircraft 210A has a heading 212A, aircraft 210B has a heading 212B, aircraft 210C has a heading 212C, and aircraft 210D has a heading 212D. In the example shown in FIG. 2 , the heading 204 of the own aircraft 202 is toward the waypoint 206 .

Extrapolating (eg, linearly predicting) the heading 204 of the own aircraft 202 and the heading 212B of the aircraft 210B shows that the estimated flight paths of the own aircraft 202 and the estimated flight paths of the aircraft 210B intersect at the expected intersection location 214 . In other embodiments, the estimated flight path is based on nonlinear predictions. The expected intersection location 214 is within a box identifying the boundaries of the navigation alert zone 216 . Navigation alert zone 216 is an area where a separation conflict condition would occur if own aircraft 202 followed the estimated flight path of own aircraft 202 and aircraft 210B followed the estimated flight path of aircraft 210B. Therefore, to avoid a separation conflict situation, the flight path of the own aircraft 202 should be altered to avoid passing the nearest boundary 218 of the navigation alert zone 216 . As further explained with reference to FIGS. 3-6 , the aircraft flight information system 104 of FIG. 1 may include graphical features (eg, color-coded geometric shapes) in the display diagram 150 to identify the boundaries of the navigation alert area 216 . Navigation alert area 216 may also be generated and simultaneously displayed for one or more other aircraft 210 for which a separation conflict situation is determined.

FIG. 2 also illustrates an alternative flight path 220 , which includes alternative flight paths 220A and 220B, to which the aircraft 202 may steer to avoid entering the navigation alert zone 216 . However, in Figure 2, alternative flight path 220 represents an alternative flight path that own aircraft 202 should avoid. The alternative flight paths 220 are all toward the port side of the own aircraft, and the aircraft 210A is toward the port side of the own aircraft 202 . Either predicting (e.g., extrapolating) the future flight path of aircraft 210A along its current heading 212A and predicting (e.g., extrapolating) own aircraft 202 along alternative flight path 220 or any flight path between alternative flight paths 220 The future flight path of the aircraft will cause a separation conflict situation between the own aircraft 202 and the aircraft 210A. As further explained with reference to FIGS. 3-6 , the aircraft flight information system 104 of FIG. 1 may include graphical features (eg, advisory bands) in the display diagram 150 to identify a series of alternative headings that the own aircraft 202 should avoid.

3-6 illustrate examples of aircraft flight information displays (eg, the example of display 150 of FIG. 1) for various airspace conditions. In particular, FIG. 3 is an example of a display 150 corresponding to the airspace 200 of FIG. 2 . 4 and 5 illustrate a display 150 corresponding to the airspace 200 at various times after the representation of the airspace 200 in FIG. 2 (eg, after the aircraft 210 and the own aircraft 202 have flown along their respective flight paths). example. FIG. 6 shows an example of a display 150 in an embodiment in which the aircraft flight information system 104 of FIG. 1 is associated with more than one own aircraft 202 .

In each of FIGS. 3-6 , display 150 includes a map 152 and graphical features 154 that overlay map 152 and represent various aspects of airspace 200 , aircraft 210 , and own aircraft 202 . Unless otherwise noted, the graphical features 154 overlaying the map 152 are translucent to allow the map 152 to be visible through each graphical feature 154 (including, for example, information boxes, geometric shapes representing navigational alert areas, advisory bands, etc.). Graphical features 154 include graphical features 310A, 310B, and 310C representing aircraft 210A, 210B, and 210C, respectively. Graphical features 154 also include color-coded geometric shapes 316 representing navigation alert areas 216 , intersection icons 314 representing expected intersection locations 214 , and waypoint icons 306 representing waypoints 206 . Graphical features 154 also include a set 350 of graphical features associated with the local machine 202 , including a ring 330 representing a compass rose surrounding the graphical feature 302 representing the local machine 202 . The heading 204 of the own aircraft 202 is represented in the display 150 by a heading indicator 304 and the heading 212 of the other aircraft 210 is represented in the display 150 by a corresponding heading indicator 312 .

Additionally, graphical features 310 representing aircraft 210 are associated with information boxes 322 that provide information about the corresponding aircraft 210 . For example, graphical feature 310A is associated with an information box 322A that includes an aircraft identifier of aircraft 210A ("VH-XJF") and indicates the speed and relative altitude of aircraft 210A (eg, speed = 150 kts and relative altitude = -400 ft.) information. The relative altitude refers to the altitude of the aircraft 210 relative to the altitude of the own aircraft 202 . Therefore, the relative altitude of -400 feet associated with aircraft 210A in information box 322A indicates that aircraft 210A is at an altitude approximately 400 feet lower than the altitude of own aircraft 202 . In Figure 2, the relative altitude of each aircraft 210 is also indicated by a relative altitude indicator 320, which indicates a relative altitude of several hundred feet. Therefore, relative altitude indicator 320A showing a relative altitude of "-4" also indicates that aircraft 210A is 400 feet lower than own aircraft 202 . In some implementations, the orientation of the relative altitude indicator 320 indicates whether the corresponding aircraft 210 is above or below the own aircraft 202 (eg, the relative altitude has a positive or negative value). For example, in FIG. 3 , relative altitude indicator 320A is below graphical feature 310A representing aircraft 210A (ie, closer to the bottom of display 150 ) to indicate that aircraft 210A is at a lower altitude than own aircraft 202 . Similarly, relative altitude indicator 320B is above graphical feature 310B representing aircraft 210B (ie, closer to the top of display 150 ) to indicate that aircraft 210B is at a higher altitude than own aircraft 202 . Positioning the relative altitude indicator 320 above or below the graphical feature 310 representing the aircraft 210 provides additional visual cues to reduce the navigator's workload in evaluating altitude information.

A local information box 340 is also shown in FIG. 3 . Ownship information box 340 includes the aircraft identifier of ownship 202 ("SE616") as well as information indicating the altitude of ownship 202 (e.g., 4412 feet) and the time the information presented in ownship information box 340 was generated (e.g., , "15:10:09") (e.g., a timestamp received from the host 202 in the airspace data 114 or a timestamp applied to the airspace data 114 when the airspace data 114 is received). As shown in FIG. 6, display 150 may include graphical features representing more than one local machine (eg, a set 350 of graphical features representing local machine 202 and a set 360 of graphical features representing another local machine). In this case, each local machine is associated with a corresponding local machine information box. For example, local machine 202 is associated with local information box 340 and another local machine is associated with local information box 368 . To help the navigator quickly identify which ownplane 340, 368 is associated with, each nativeframe 340, 368 may be visually linked (e.g., color coded, linked by line, or by proximity). Link or display orientation) to the corresponding graphical features 302, 362 representing each local machine. For example, the native information box 340 and the graphical feature 302 representing the native machine 202 may be displayed in a first color, while the native information box 368 and the graphical feature 362 representing another native may be displayed in a color that is visually different from the first color. The second color is displayed. As another example, the native information box 340 may be positioned on the side of the display 150 closest to the graphical feature 302 representing the native 202 , while the native information box 368 may be positioned on a side of the display 150 closer to the graphical feature 302 representing the other device. Graphics feature 362 on the other side of the machine.

In some embodiments, graphical features 310 representing aircraft 210 are visually distinct to assist the navigator in quickly identifying and prioritizing navigation hazards. In Figure 3, three different graphical features 310 are used to identify aircraft 210 representing different navigation hazard levels. For example, aircraft 210D is outside the range of display 150 and is therefore associated with the lowest level of navigation hazard. Therefore, aircraft 210D is represented only by "other traffic" indicator icon 344 in display 150 of FIG. 3 . Aircraft 210C is within range of display 150 but does not have a predicted flight path for own aircraft 202 which will result in a separation conflict condition between own aircraft 202 and aircraft 210C. Accordingly, aircraft 210C is represented in display 150 by graphical feature 310C (eg, a naked aircraft icon), which simply indicates the presence of the aircraft (eg, does not indicate a navigation hazard). Aircraft 210A is within the scope of display 150 and one or more possible alternative flight paths for own aircraft 202 would result in a separation conflict condition between own aircraft 202 and aircraft 210A. Accordingly, aircraft 210A is represented in display 150 by graphical feature 310A (eg, a circled aircraft icon), which indicates an aircraft that may be a navigation hazard under certain circumstances. Aircraft 210B is within range of display 150 and the current flight path of own aircraft 202 is predicted to result in a separation conflict condition between own aircraft 202 and aircraft 210B. Accordingly, aircraft 210B is represented in display 150 by graphical feature 310B (eg, display of a highlighted circled aircraft icon), which indicates the aircraft as a current navigation hazard. Graphical features 310 may also or alternatively include other features to assist the navigator in quickly prioritizing navigation hazards, such as color codes representing various levels of navigation hazards.

In Figures 3-6, aircraft 210A and 210B are associated with supplemental information box 342 because aircraft 210A and 210B have been identified as current or possible navigation hazards. Supplemental information box 342B includes information indicating: an identifier of aircraft 210B (eg, "VGL281"), the time the information presented in supplemental information box 342B was generated (eg, "15:08:08"), the aircraft The relative altitude of 210B, and the remaining time to act (TRTA) to avoid entering the navigation alert area 216 associated with loss of separation between own aircraft 202 and aircraft 210B (eg, 6:15 minutes). Supplemental information box 342A includes similar information, except TRTA is not displayed because the current heading 204 of own aircraft 202 will not cause a separation conflict condition relative to aircraft 210A.

When multiple navigation hazards are present, as in display 150 of FIG. 3 , supplemental information boxes 342 for navigation hazards are sorted in order of priority, with the highest priority being displayed highest in display 150 . Therefore, the supplementary information box 342B is displayed above the supplementary information box 342A. In some embodiments, the highest priority navigation hazard is the navigation hazard with the shortest TRTA. The highest priority navigation hazard may also or alternatively be determined based on other parameters, such as the nature of the navigation hazard (e.g., taking action to avoid another unmanned aircraft may be a lower priority than taking action to avoid a manned aircraft) ), based on task parameters, etc.

In some embodiments, when multiple navigation hazards are present, the TRTA associated with the highest priority navigation hazard may be displayed along with the identifier of the native in the set 350 of graphical features associated with the native 202 . In some embodiments, displaying or not displaying the TRTA for the highest priority navigation hazard is a navigator-selectable display preference. In some such embodiments, when the TRTA is less than (or less than or equal to) a threshold, the TRTA of the highest priority navigation hazard is automatically displayed (eg, regardless of the navigator's display preference) along with the own aircraft 202 identifier.

The information presented in the information boxes 322 , 340 , 342 may be selectable based on the navigator's display preferences or other preferences in the settings 158 of the aircraft flight information system 104 . For example, some navigators may prefer to display only a minimal set of information, such as the relative altitude indicator 320 and identifier of each aircraft 210 (eg, "VH-XJF"), in which case the information box 322 may not be displayed. Other features of Figures 3-6 are also configurable. For example, in Figure 3, graphical feature 310C representing aircraft 210C is trailed by dots 326 (also known as "bread crumbs") that mark the previous flight path of aircraft 210C. Some navigators may not find points 326 useful, or may find them distracting, in which case such navigators may adjust settings 158 so that points 326 are not displayed.

As mentioned above, color-coded geometric shapes 316 represent navigation alert areas 216 of FIG. 2 . Color-coded geometric shapes 316 have sizes, shapes, and orientations that correspond to the boundaries of the navigation alert zone 216 . Additionally, the color of the color-coded geometry 316 is selected based on remaining action time. For example, color-coded geometry 316 has a first color (eg, amber, yellow, or another color) when the remaining action time for avoiding entry into navigation alert zone 216 has a first value, and when remaining action time for avoiding entry is When the remaining action time of navigation alert zone 216 has a second value, color-coded geometry 316 has a second color (eg, red or another color). In this example, the first color is different (eg, visually discernible) from the second color, and the first value is different (eg, greater than) the second value. To illustrate, color-coded geometry 316 may be yellow or amber if the remaining action time is greater than (or greater than or equal to) the threshold, and if the remaining action time is less than (or less than or equal to) the threshold, the color-coded geometry 316 may It's red. In other embodiments, in addition to or instead of color distinctions, other visual distinctions may be used to alert the navigator of remaining action time. For example, color-coded geometric shapes 316 may flash as remaining action time decreases. Additionally, in some embodiments, other alert mechanisms may be used in addition to color-coded geometries 316. For example, when the remaining action time is less than (or less than or equal to) a certain value, an audible alert may be presented to the navigator via other output device 156 .

In FIGS. 3-6 , a set of graphical features 350 associated with the local machine 202 includes a time scale 338 indicating an estimated time until the local machine 202 enters the navigation alert zone 216 . If there are no other aircraft 210 in the airspace 200 with the own aircraft 202 indicating a current navigation hazard (e.g., if the flight path estimated by the flight path estimation instructions 136 of FIG. 1 is predicted not to result in a separation conflict condition), then there is no navigation alert. Area 216, and no time scale 338 is shown. Alternatively or additionally, the distance between the graphical feature 302 representing the local machine 202 and one or two rings 330 may indicate a time scale. For example, in Figure 3, the distance between each mark of the time scale 338 corresponds to approximately one minute of flight time at the current speed of the own aircraft 202, representing the distance between the graphical feature 302 of the own aircraft 202 and the inner ring of the annulus 330. The distance between corresponds to approximately four minutes of flight time at the current speed of the own aircraft 202 , and the distance between the graphical feature 302 representing the own aircraft 202 and the outer ring of the annulus 330 corresponds to approximately four minutes at the current speed of the own aircraft 202 Five minutes flight time. The flight time represented by each mark of the time scale 338, the rings 330, or both may be adjusted by the navigator using settings 158.

In FIGS. 3-6 , the set 350 of graphical features associated with the local machine 202 includes one or more suggestion bands, such as suggestion bands 318 and 332 . Each advisory band 318, 332 is a visual indication of the heading range predicted to result in a separation conflict situation. For example, in FIG. 3 , advisory band 332 indicates a prediction of approximately -13 degrees from the current heading 204 of own aircraft 202 (e.g., 13 degrees from port) to approximately +20 degrees from current heading 204 of own aircraft 202 (e.g., 13 degrees from port). , 20 degrees from starboard) heading range will result in a separation conflict situation between own aircraft 202 and aircraft 210B. Likewise, advisory band 318 indicates a prediction of approximately -26 degrees from the current heading 204 of own aircraft 202 (e.g., 26 degrees from port) to approximately -46 degrees from current heading 204 of own aircraft 202 (e.g., 26 degrees from port). A heading range of 46 degrees) will result in a separation conflict situation between the aircraft 202 and the aircraft 210B. In some embodiments, the advisory band may be configured (eg, via settings 158) to display heading ranges in an "absolute" sense to conform to standard compass symbols. This configuration is adjusted by the navigator.

In Figure 3, since the current heading 204 of the own aircraft 202 is within the heading range associated with the advisory band 332, the advisory band 332 is displayed with numeric values 334, 336. These numerical values provide the navigator with a quick quantification of the magnitude of the course change required to avoid entering the navigation alert zone 216. The first numerical value 334 indicates the difference between the heading 204 of the own aircraft 202 and the estimated flight path along the first boundary of the navigation alert zone 216 . Likewise, the second digital value 336 indicates the difference between the heading 204 of the own aircraft 202 and the estimated flight path along the second boundary of the navigation alert zone 216 . For example, in FIG. 3 , advisory band 332 indicates the relative change in current heading 204 of own aircraft 202 that is required to ensure that own aircraft 202 does not enter navigation alert zone 216 . In the example of FIG. 3 , advisory band 332 indicates that maintaining own aircraft 202 to avoid navigation alert zone 216 would require a change in heading 204 of own aircraft 202 from -13 degrees (e.g., 13 degrees from port) to +20 degrees. (for example, 20 degrees from starboard).

In some implementations, the ring 330, other portions of the set of graphical features 350 associated with the native unit 202, or a combination thereof may be color coded to indicate the current hazard level associated with the native unit 202. For example, in Figure 3, the graphical feature 302 representing the local machine 202 is the same color as the color-coded geometric shape 316 (indicated by the fill pattern). In contrast, in FIG. 5 , the graphical features 302 representing the native machine 202 and the color-coded geometric shapes 316 are of different colors (indicated by different fill patterns) to indicate higher in the context associated with FIG. 5 Navigation hazard levels. Additionally, as described further below, FIG. 6 illustrates another example of a native device associated with a second set of graphical features 360 . The other local machine of Figure 6 is not associated with any navigation hazards, so the graphical feature 362 representing the other local machine has a different color than the graphical feature 302 representing the local machine 202 in Figures 3 and 5 (indicating the lack of a fill pattern).

Figure 4 shows an example of the display 150 at a time period following the situation shown in Figure 3 and after own aircraft 202 and each aircraft 210 have continued not to change course. Therefore, in FIG. 4 , the unit 202 is closer to the navigation alert zone 216 than at the time shown in FIG. 3 . In Figure 4, color-coded geometry 316 extends within ring 330, and as shown in supplemental information box 342 and time scale 338, TRTA has been reduced to 2:50 minutes. Additionally, as shown by first digital value 334 and second digital value 336 , the magnitude of the course change that the aircraft 202 must take to avoid entering the navigation alert zone 216 has increased. Additionally, due to the relative motion of own aircraft 202 and aircraft 210A, advisory band 318 associated with aircraft 210A has moved clockwise within ring 330 and partially overlaps color-coded geometry 316 representing navigation alert zone 216 .

Figure 5 shows an example of the display 150 at a time period following the situation shown in Figure 4 and after own aircraft 202 and each aircraft 210 have continued not to change course. Therefore, in FIG. 5 , the unit 202 is closer to the navigation alert zone 216 than at the time shown in FIG. 4 . In Figure 5, the color of color-coded geometry 316 has been changed to indicate that the TRTA (eg, 0:45 minutes in Figure 5, as indicated by supplementary information box 342 and time scale 338) is less than (or less than or equal to) the threshold . Additionally, the graphical features associated with aircraft 210B have been changed to emphasize the urgency of the action. For example, graphical features 310B representing aircraft 210B, information box 322B associated with aircraft 210B, and supplemental information box 342 have all been changed in Figure 5 (relative to Figure 4) to indicate that aircraft 210B is a current urgent navigation hazard. Additionally, as shown by first digital value 334 and second digital value 336 , the magnitude of the course change that the aircraft 202 must take to avoid entering the navigation alert zone 216 has increased. In addition, due to the relative motion of own aircraft 202 and aircraft 210A, advisory band 318 and supplemental information box 342A associated with aircraft 210A have been removed, indicating that due to any possible heading changes of own aircraft 202, the predicted change in own aircraft 202 and There will be no separation conflict between aircraft 210A.

FIG. 6 is a diagram showing another example of the display diagram 150. Referring to FIG. To generate display 150 of Figure 6, airspace 200 of Figure 2 is considered to exclude aircraft 210C and 210D, and is considered to include another own aircraft (not shown in Figure 2). The location of another local machine is represented by graphical feature 362 in FIG. 6 . In addition, the display diagram 150 of FIG. 6 corresponds in time to the display diagram 150 of FIG. 3 .

Another local machine is associated with a set of graphical features 360 that is similar to the set of graphical features 350 associated with local machine 202 ; however, the set of graphical features 360 associated with the other local machine is not Shows navigation hazards associated with another local machine. Therefore, the set of graphical features 360 does not include time scales, suggestion bands, etc. However, the set of graphical features 360 does include a ring 364 corresponding to a compass surrounding a graphical feature 362 representing another host, and a heading indicator 366 . Heading indicator 366 indicates that the other own aircraft is on a heading towards waypoint 370 . Display 150 of Figure 6 also includes a local machine information box 368 associated with another local machine.

Various examples of display diagrams 150 in FIGS. 3-6 are configured to dynamically update to convey information regarding the time criticality (and thus priority) of responding to various navigation hazards. Display map 150 also provides guidance in a manner that helps the pilot associate and prioritize relevant information with specific navigation hazards, for example, indicating which other aircraft in the airspace is the most imminent navigation hazard. Furthermore, in the specific examples shown in Figures 3-6, only the no-go advisory is provided to the navigator. For example, advisory strips are used only to indicate headings that the pilot should not take. By improving navigator situational awareness and reducing navigator workload, the Display 150 supports more effective and efficient navigation of complex airspace scenarios (e.g., airspace with multiple other aircraft acting as navigation hazards, encounters near terrain, adverse weather, etc.) Navigator decision making.

FIG. 7 is a flowchart illustrating an example of a method 700 for generating an aircraft information display, such as the display 150 of one or more of FIGS. 1 and 3-6 . Method 700 may be implemented by aircraft flight information system 104 of FIG. 1 . For example, processor 124 of aircraft flight information system 104 may execute instructions 132 to implement the operations of method 700 .

Method 700 includes determining, at 702, an estimated first flight path for a first aircraft (eg, aircraft 202 of FIG. 2), and at 704, determining an estimated second flight path for a second aircraft (eg, aircraft 210B of FIG. 2). flight path. The flight path is determined, for example, by extrapolating the current heading and speed of each of the first and second aircraft. As another example, an estimated first flight path of the first aircraft may be determined as a set of possible first flight paths based on the first aircraft's current heading and speed and based on the first aircraft's flight dynamics or operating limitations. Additionally or alternatively, an estimated second flight path of the second aircraft may be determined as a set of possible second flight paths based on the current heading and speed of the second aircraft and based on the flight dynamics or operational limitations of the second aircraft.

Method 700 also includes determining, at 706, an estimated proximity of the first aircraft to the second aircraft based on the estimated first flight path and the estimated second flight path. Various methods can be used to determine estimated proximity. As a first example, each flight path can be viewed as a line in space, and geometric calculations can be used to solve for the minimum distance between the two lines. In this example, if a geometric calculation indicates that two lines are close to within a threshold distance (eg, a minimum separation threshold), then the calculation indicates that a separation conflict condition is predicted to occur. Additional calculations can then be used to determine one or more times along the flight path during which the two aircraft are predicted to be within a separation threshold of each other.

Method 700 includes determining at 708 a navigation alert zone (eg, navigation alert zone 216 of FIG. 2 ) based on the estimated proximity indicating an expected separation conflict condition, wherein an expected separation conflict is predicted to occur if the first aircraft flies within the navigation alert zone. situation. In some embodiments, the navigation alert zone is determined by comparing the second flight path to a plurality of possible first flight paths. For example, the second flight path is determined by extrapolating along the current heading and speed of the second aircraft (eg, aircraft 210B). In this example, the plurality of possible first flight paths for a first aircraft (eg, own aircraft 202 ) may include each of the first aircraft's flight paths based on the first aircraft's current heading and speed and based on the first aircraft's aircraft characteristics 144 . possible flight paths. In such an embodiment, the proximity between the second flight path of the second aircraft and each possible first flight path may be determined, and the navigation alert zone corresponds to each possible first flight path included in which a separation conflict condition occurs. The first heading area.

Method 700 includes generating, at 710, a display including a map representing a geographic area proximate the first aircraft and the second aircraft. For example, display map 150 includes map 152 in FIGS. 1 and 3-6. In method 700, displaying the map further includes overlaying the map with a first graphical feature representing the first aircraft and overlaying the map with a second graphical feature representing the second aircraft. For example, the display 150 of FIGS. 3-6 includes a graphical feature 302 representing the aircraft 202 and includes a graphical feature 310 representing the aircraft 210 . In method 700, the display map further includes a third graphical feature overlaying the map and indicating a scale of the navigation alert area relative to a geographic area proximate the first aircraft and the second aircraft. For example, the display 150 of FIGS. 3-6 includes a color-coded geometric shape 316 that has a size, shape, and orientation on the map 152 that corresponds to the boundaries of the navigation alert area 216 of FIG. 2 .

FIG. 8 is a flowchart illustrating another example of a method 800 for generating an aircraft information display (eg, display 150 of one or more of FIGS. 1 and 3-6 ). Method 800 may be implemented by aircraft flight information system 104 of FIG. 1 . For example, processor 124 of aircraft flight information system 104 may execute instructions 132 to implement the operations of method 800 .

Method 800 includes receiving airspace data at 802 . For example, communication interface 118 of aircraft flight information system 104 of FIG. 1 may receive airspace data 114 . In this example, airspace data 114 describes the airspace environment surrounding an aircraft (eg, own aircraft). For purposes of illustration, airspace data 114 may describe airspace 200 of FIG. 2 , which includes own aircraft 202 .

Method 800 also includes estimating the flight path at 804 . For example, the estimated flight path may include own flight path 806, one or more modified own flight paths 808, and other flight paths 810 for other aircraft in the airspace. In certain embodiments, the own aircraft flight path 806 is determined by extrapolating the own aircraft's current heading and speed. Likewise, another flight path 810 may be determined by extrapolating the current heading and current speed of the other aircraft. The modified own aircraft flight path 808 is determined based on the own aircraft's current heading and current speed and also based on the own aircraft's aircraft characteristics (eg, flight dynamics). To illustrate, modified own aircraft flight path 808 may include a range of flight paths that are possible for the own aircraft based on the own aircraft's current heading, speed, and characteristics. In some embodiments, modified own aircraft flight path 808 may include all possible own aircraft flight paths considering the own aircraft's current heading, speed, and characteristics. For example, modified own aircraft flight path 808 may be determined as a distribution of possible own aircraft positions for each of a set of future time intervals. In other embodiments, modified own flight path 808 includes a subset of possible own flight paths. For example, modified own aircraft flight path 808 may include a set of discrete flight paths, such as one flight path for each possible degree of angular change in the own aircraft's heading at each future time interval (given the own aircraft's current heading, speed and features). In other examples, other numbers of heading angle changes may be used to produce modified own aircraft flight path 808 , such as 5 degrees of angle change per modified own aircraft flight path 808 , or 5 degrees per modified own aircraft flight path 808 The angle change is 1.5 degrees. In some embodiments, the modified own aircraft flight path 808 takes into account speed changes and or alternatively takes into account heading changes. Other changes may also or alternatively be predicted based on the current heading, speed and characteristics of the own aircraft to produce a modified own aircraft flight path 808, such as changes in altitude. Other flight paths 810 may be estimated in the same manner or in a similar manner as the manner in which own aircraft flight path 806 and/or modified own aircraft flight path 808 are determined. For example, other flight paths may be estimated 810 by extrapolating the other aircraft's current heading and speed, or other flight paths may be estimated based on the other aircraft's current heading and speed and information about the other aircraft's intentions or characteristics (e.g., aerodynamic limitations). Flight path 810 is estimated as a set of possible flight paths.

The method 800 also includes estimating, at 812, the proximity of the own aircraft and each other aircraft in the airspace based on the own aircraft flight path 806, the modified own aircraft flight path 808, and the other flight path 810. The estimated proximity is compared to a separation threshold 816 or multiple separation thresholds, and at 814 it is determined whether each proximity meets a corresponding separation threshold. For example, a proximity may satisfy a particular separation threshold if it is greater than or greater than or equal to the separation threshold.

If each proximity meets a corresponding separation threshold, method 800 includes sending the display object to the display map at 836 . In this case, the display objects may include, for example, a map 152 and graphical features 154 representing the own aircraft and other aircraft in the airspace. The display object may also include a collection 360 of graphical features associated with other locales as shown in Figure 6, since traffic warnings or traffic advisories are not required.

If the proximity does not meet the corresponding separation threshold, method 800 includes determining at 820 the flight path or flight paths that have a separation conflict. If the modified own flight path 808 has a separation conflict, method 800 includes generating an advisory band at 822 and sending a display object (including the advisory band) to a display map at 836 . The advisory band indicates a heading range of modified own aircraft flight path 808 that results in an expected separation conflict situation between the own aircraft and another aircraft.

If own flight path 806 has a separation conflict, method 800 includes determining a time remaining to act (TRTA) at 824 . TRTA is determined based on the aircraft flight characteristics 826 (e.g., flight dynamics, operating limitations, etc.). For example, a more agile aircraft may have a longer TRTA under certain circumstances than a less agile aircraft under the same circumstances.

Method 800 also includes determining, at 828, whether the TRTA meets a TRTA threshold 830. In a specific example, TRTA meets TRTA threshold 830 if TRTA is greater than or greater than or equal to TRTA threshold 830 .

If the TRTA meets the TRTA threshold 830 , method 800 includes generating a graphical feature representing the navigation alert area using the first color at 832 . If the TRTA does not meet the TRTA threshold, method 800 uses a second color (visually different from the first color) to generate a graphical feature representing the navigation alert area at 834 . In either case, the graphical features representing the navigation alert area are sent to the display object of the display map at 836 along with other display objects such as the map 152 and graphical features 154 representing other features of the airspace 200 .

Although not shown in FIG. 8 , method 800 may also include generating other display objects based on various decision steps of method 800 . For example, if own aircraft flight path 806 includes a separation conflict, an advisory band may be generated. As another example, a time scale can be generated to represent TRTA. As yet another example, display objects different from or in addition to graphical features representing navigation alert areas may be color coded to indicate or identify navigation hazards. To illustrate, in response to determining that own aircraft flight path 806 is predicted to include a separation conflict, graphical features 302 representing own aircraft 202 may be color coded as in FIG. 3 . Additionally, display objects can be categorized to indicate the priority of various navigation hazards.

9 is a block diagram illustrating an example of a computing environment 900 including a computing device 910 configured to implement operations of an aircraft flight information system, such as the aircraft flight information system 104 of FIG. 1 . The computing device 910 or portions thereof may execute instructions to implement or initiate functionality of the aircraft flight information system 104. For example, the computing device 910 or portions thereof may execute instructions according to any method described herein, or implement any method described herein, such as the method 700 of FIG. 7 or the method 800 of FIG. 8 .

Computing device 910 includes processor 124 . Processor 124 may communicate with memory 126, which may include, for example, system memory 930, one or more storage devices 940, or both. Processor 124 may also communicate with one or more input/output interfaces 950 and communications interface 118 .

In certain examples, memory 126, system memory 930, and storage device 940 include tangible (eg, non-transitory) computer-readable media. Storage device 940 includes non-volatile storage devices such as magnetic disks, optical disks, or flash memory devices. Storage devices 940 may include removable and non-removable storage devices. System memory 930 includes volatile storage devices (eg, random access memory (RAM) devices), nonvolatile storage devices (eg, read only memory (ROM) devices, programmable ROM, and flash memory), or both. By.

In FIG. 9 , system memory 930 includes instructions 132 , which include an operating system 932 and an aircraft flight information application 934 . Operating system 932 includes a basic input/output system for booting computing device 910 as well as a complete operating system to enable computing device 910 to interact with users, other programs, and other devices. Aircraft flight information application 934 includes one or more of flight control instructions 134, flight path estimation instructions 136, TRTA estimation instructions 138, or GUI generation instructions 140 of FIG. 1 .

Processor 124 is coupled to input/output interface 950 , such as via a bus, and input/output interface 950 is coupled to one or more input devices 128 and one or more output devices 972 . Output devices 972 may include, for example, display device 130 and other output devices 156 of FIG. 1 . Input/output interface 950 may include a serial interface (eg, a Universal Serial Bus (USB) interface or an Institute of Electrical and Electronics Engineers (IEEE) 1394 interface), a parallel interface, a display adapter, an audio adapter, and other interfaces.

Processor 124 is also coupled to communication interface 118, such as via a bus. Communication interface 118 includes one or more wired interfaces (eg, Ethernet interfaces), one or more wireless interfaces compliant with the IEEE 802.11 communication protocol, other wireless interfaces, optical interfaces, or other network interfaces. In the example shown in FIG. 9 , communication interface 118 is coupled to receiver 122 and transmitter 120 . However, in other implementations, such as the example shown in FIG. 1 , receiver 122 and transmitter 120 are components of or integrated within communication interface 118 .

Additionally, the present disclosure includes embodiments in accordance with the following terms:

Clause 1. A method of generating an aircraft display, the method comprising: determining (702,804) an estimated first flight path (806) of a first aircraft (202); determining (704,804) an estimated first flight path (806) of a second aircraft (210) Second flight path (810); determine (706, 812) an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path; determine based on the estimated proximity indicating an expected separation conflict condition. (708) Navigation alert area (216), wherein if the first aircraft flies into the navigation alert area, an expected separation conflict situation is predicted to occur; and generating a display diagram (150), the display diagram includes: representing the first aircraft and the second aircraft A map of a geographical area in the vicinity of an aircraft (152), a first graphical feature overlaying the map and representing a first aircraft (302), a second graphical feature overlaying the map and representing a second aircraft (310B), and overlaying the map and indicating a navigation alert A third graphical feature (316) of the scale of the area relative to the geographic area proximate the first aircraft and the second aircraft.

Clause 2. The method of Clause 1, wherein the third graphical feature includes a color-coded geometric shape over the portion of the map, the color-coded geometric shape having a size, shape, and orientation corresponding to a boundary of the navigational alert zone.

Clause 3. The method of Clause 2, wherein the color-coded geometry has a first color when the remaining action time to avoid entering the navigation alert zone has a first value, wherein the remaining action time to avoid entering the navigation alert zone has a first value. The color-coded geometry has a second color when the action time has a second value, and wherein the first color is different from the second color, and the first value is different from the second value.

Clause 4. The method of Clause 1, wherein the display further includes a time scale (338) indicating an estimated time until the first aircraft enters the navigation alert zone.

Clause 5. The method of Clause 1, wherein the display further includes: a ring (330) representing a compass, the ring centered about the first graphical feature; and a heading indicator (304) indicating the position of the first aircraft relative to the compass. heading; and a first advisory band (332) between the rings indicating a heading range associated with the navigation alert zone.

Clause 6. A method according to clause 5, wherein the heading range is defined by a first heading and a second heading, and wherein the display diagram further includes: a first digital value (334) indicating the difference between the first heading and the estimated first flight path; and a second digital value (336) indicating the difference between the second heading and the estimated first flight path.

Clause 7. The method of Clause 5, further comprising: determining an estimated third flight path of the third aircraft; determining whether to change the heading of the first aircraft based on the modified first flight path and the estimated third flight path. flying along the modified first flight path (808) that will result in a second expected separation conflict condition; and determining a second heading range for the first aircraft that is predicted to result in the second expected separation conflict condition, wherein the display also includes a second suggestion Band (318), the second suggested band is defined by the second heading range and the annular shape.

Clause 8. The method of Clause 1, wherein the display map further includes a fourth graphical feature (314) representing an expected intersection location (214) of the estimated first flight path and the estimated second flight path.

Clause 9. The method of Clause 1, further comprising based on the estimated first flight path, the estimated second flight path, a separation threshold associated with an expected separation conflict condition (816), and flight characteristics of the first aircraft (144,826 ) to estimate (824) the remaining action time.

Clause 10. The method of Clause 9, wherein the display further includes an indication of remaining action time (342).

Clause 11. The method of Clause 9, wherein the display characteristics of the third graphical feature are determined based on the remaining action time.

Clause 12. The method of Clause 1, further comprising: receiving input identifying a waypoint of the first aircraft (206); and generating a suggestion that the navigator waypoint of the first aircraft is within the navigation alert zone based on determining that the waypoint is within the navigation alert zone. Navigate output within the alarm zone.

Clause 13. The method of clause 1, wherein the first aircraft is remotely piloted and the display is presented at a display device of the remote piloting station (102).

Clause 14. The method of Clause 13, wherein the remote pilot station is associated with a plurality of aircraft including the first aircraft, and wherein the display diagram further includes graphical features representing at least one other aircraft remotely piloted from the remote pilot station (362 ).

Clause 15. An aircraft flight information system (104), comprising: at least one processor (124); and a memory (126) storing instructions (132) executable by the at least one processor to perform Operations, the operations comprising: determining an estimated first flight path of the first aircraft; determining an estimated second flight path of the second aircraft; determining a relationship between the first aircraft and the estimated second flight path based on the estimated first flight path and the estimated second flight path. an estimated proximity of the second aircraft; indicating an expected separation conflict situation based on the estimated proximity, determining a navigation alert area, wherein if the first aircraft flies into the navigation alert area, the expected separation conflict situation is predicted to occur; and generating a display diagram, the display Figures include: a map representing a geographic area in the vicinity of the first aircraft and the second aircraft, a first graphical feature overlaying the map and representing the first aircraft, a second graphical feature overlaying the map and representing the second aircraft, and overlaying the map and indicating navigation. A third graphical characteristic of the alert zone relative to the scale of the geographical area in the vicinity of the first aircraft and the second aircraft.

Clause 16. The aircraft flight information system of Clause 15, further comprising: an input device (128) coupled to the at least one processor and configured to receive input from a navigator to guide the first aircraft; and a communication interface (118 ), coupled to at least one processor and configured to generate commands (116) based on inputs and provide the commands to a transmitter (120) for sending the commands to the first aircraft via wireless transmission.

Clause 17. An aircraft flight information system as described in Clause 16, wherein the input includes designating a waypoint for the first aircraft, and wherein the command is generated and sent to the first aircraft based on a determination that the waypoint is not located in a navigation alert zone. An aircraft.

Clause 18. The aircraft flight information system of clause 15, wherein the operations further comprise: determining an estimated third flight path of the third aircraft; and comparing the plurality of modified first flight paths with the estimated third flight path making a comparison to determine whether any of the plurality of modified first flight paths would result in a second expected separation conflict condition between the first aircraft and the third aircraft, wherein generating the display includes generating a recommendation band indicating A heading range of a plurality of modified first flight paths resulting in a second expected separation conflict condition.

Clause 19. A non-transitory computer-readable storage device storing instructions executable by a processor to perform operations comprising: determining an estimated first flight path of a first aircraft; determining an estimated first flight path of a second aircraft. a second flight path; determining an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path; indicating a predetermined separation conflict condition based on the estimated proximity, determining a navigation alert area, wherein if the When an aircraft flies into the navigation warning area, an expected separation conflict situation is predicted to occur; and a display diagram is generated, which includes: a map representing the geographical area defining the first aircraft and the second aircraft, covering the map and representing the first aircraft. A first graphical feature, a second graphical feature overlaying the map and representing the second aircraft, and a third graphical feature overlaying the map and indicating a scale of the navigational warning area relative to the geographic area defining the first aircraft and the second aircraft.

Clause 20. The non-transitory computer-readable storage device of clause 19, wherein the third graphical feature includes a color-coded geometric shape over a portion of the map, the color-coded geometric shape having a boundary corresponding to a navigation alert zone size, shape, and orientation, and the color-coded geometry has a color selected based on the remaining action time to avoid entering the navigation alert zone.

The illustrations of the examples described herein are intended to provide a general understanding of the structure of various implementations. These illustrations are not intended to serve as a complete description of all elements and features of devices and systems utilizing the structures or methods described herein. Many other embodiments will be apparent to those skilled in the art upon reading this disclosure. Other embodiments may be utilized and derived from the present disclosure, such that structural and logical substitutions and changes may be made without departing from the scope of the present disclosure. For example, method operations may be performed in a different order than shown in the figures, or one or more method operations may be omitted. Accordingly, the present disclosure and drawings are to be regarded as illustrative rather than restrictive.

Additionally, although specific examples have been illustrated and described herein, it should be understood that any subsequent arrangements designed to achieve the same or similar results may be substituted for the specific implementations shown. This disclosure is intended to cover any and all subsequent modifications or variations of various embodiments. Combinations of the above-described embodiments, as well as other embodiments not specifically described herein, will be apparent to those skilled in the art after reading this specification.

The Abstract of the Disclosure is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. Additionally, in the foregoing detailed description, various features may be grouped together or described in a single embodiment for the purpose of simplifying the disclosure. The above examples illustrate but do not limit the disclosure. It will also be understood that various modifications and variations are possible in accordance with the principles of this disclosure. As the following claims reflect, claimed subject matter may be directed to less than all features of any disclosed example. Accordingly, the scope of the disclosure is defined by the appended claims and their equivalents.

Claims (14)

1. A method of generating aircraft display diagrams, the method includes: determining (702,804) an estimated first flight path (806) of the first aircraft (202); determining (704,804) an estimated second flight path (810) of the second aircraft (210); determining (706,812) an estimated proximity of the first aircraft to the second aircraft based on the estimated first flight path and the estimated second flight path; determining (708) a navigation alert zone (216) based on the estimated proximity indicating an expected separation conflict condition, wherein the expected separation conflict condition is predicted to occur if the first aircraft flies into the navigation alert zone; determining an estimated third flight path of the third aircraft; Based on the modified first flight path and the estimated third flight path, determining whether changing the heading of the first aircraft to fly along the modified first flight path (808) would result in a second expected separation conflict condition ; determining a second heading range of the first aircraft predicted to result in the second expected separation conflict condition; and Generate a display (150), which includes: a map (152) representing a geographical area in the vicinity of said first aircraft and said second aircraft, a first graphical feature (302) overlaying said map and representing said first aircraft, a second graphical feature (310B) overlaying the map and representing the second aircraft, a third graphical feature (316) overlaying the map and indicating the scale of the navigation alert area relative to the geographic area in the vicinity of the first aircraft and the second aircraft, A ring (330) representing a compass, said ring centered around said first graphical feature, a heading indicator (304) indicating the heading of the first aircraft relative to the compass, a first advisory band (332) between the rings indicating a heading range associated with the navigation alert zone, and A second advisory band (318) bounded by the second heading range and the annular shape. 2. The method of claim 1, wherein the third graphical feature includes a color-coded geometric shape over a portion of the map, the color-coded geometric shape having a boundary corresponding to the navigation alert zone. Size, shape and orientation. 3. The method of claim 2, wherein the color-coded geometry has a first color when the remaining action time to avoid entering the navigation alert zone has a first value, wherein the remaining action time to avoid entering the navigation alert zone has a first value. when the remaining action time of the navigation alert zone has a second value, the color-coded geometric shape has a second color, and wherein the first color is different from the second color, and the first value is different from the Second value. 4. The method of claim 1, wherein the display map further includes a time scale indicating an estimated time until the first aircraft enters the navigation alert zone (338). 5. The method of claim 1, wherein the heading range is bounded by a first heading and a second heading, and wherein the display further includes: a first digital value (334) indicating the difference between the first heading and the estimated first flight path; and A second digital value (336) indicating the difference between the second heading and the estimated first flight path. 6. The method of claim 1, wherein the display further includes a fourth graphical feature (314) representing the estimated first flight path and the estimated second flight path. The expected intersection position (214). 7. The method of claim 1, further comprising based on the estimated first flight path, the estimated second flight path, a separation threshold (816) associated with the expected separation conflict condition, and the The flight characteristics (144,826) of the first aircraft are used to estimate (824) the remaining action time. 8. The method of claim 7, wherein the display further includes a flag (342) for the remaining action time. 9. The method of claim 7, wherein the display characteristics of the third graphical feature are determined based on the remaining action time. 10. The method of claim 1, further comprising: receiving input identifying a waypoint (206) of the first aircraft; and Based on determining that the waypoint is within the navigation alert zone, an output is generated advising a navigator of the first aircraft that the waypoint is within the navigation alert zone. 11. The method of claim 1, wherein the first aircraft is piloted remotely and the display map is presented at a display device of a remote piloting station (102). 12. The method of claim 11, wherein the remote pilot station is associated with a plurality of aircraft including the first aircraft, and wherein the display further includes representation of at least one other aircraft piloted remotely from the remote pilot station. Graphical characteristics of aircraft (362). 13. An aircraft flight information system (104), comprising: at least one processor (124); and A memory (126) storing instructions (132) executable by the at least one processor to perform the operations of any one of claims 1-12, including: determining an estimated first flight path of the first aircraft; determining an estimated second flight path of the second aircraft; determining an estimated proximity of the first aircraft to the second aircraft based on the estimated first flight path and the estimated second flight path; determining a navigation alert zone based on the estimated proximity indicating an expected separation conflict condition, wherein the expected separation conflict condition is predicted to occur if the first aircraft flies into the navigation alert zone; determining an estimated third flight path of the third aircraft; determining whether changing the heading of the first aircraft to fly along the modified first flight path would result in a second expected separation conflict condition based on the modified first flight path and the estimated third flight path; determining a second heading range of the first aircraft predicted to result in the second expected separation conflict condition; and Generate a display diagram, which includes: a map representing the geographical area in the vicinity of said first aircraft and said second aircraft, a first graphical feature overlaying said map and representing said first aircraft, a second graphical feature overlaying said map and representing said second aircraft, a third graphical feature overlaying said map and indicating the scale of said navigation alert area relative to said geographic area in the vicinity of said first aircraft and said second aircraft, an annular shape representing a compass, said annular shape being centered about said first graphical feature, a heading indicator indicating the heading of said first aircraft relative to said compass, a first advisory band between said rings, said first advisory band indicating a heading range associated with said navigation alert zone, and A second suggested zone is defined by the second heading range and the annular shape. 14. A non-transitory computer-readable storage device storing instructions executable by a processor to perform the operations of any one of claims 1-12, the operations comprising: determining an estimated first flight path of the first aircraft; determining an estimated second flight path of the second aircraft; determining an estimated proximity of the first aircraft to the second aircraft based on the estimated first flight path and the estimated second flight path; determining a navigation alert zone based on the estimated proximity indicating an expected separation conflict condition, wherein the expected separation conflict condition is predicted to occur if the first aircraft flies into the navigation alert zone; determining an estimated third flight path of the third aircraft; determining whether changing the heading of the first aircraft to fly along the modified first flight path would result in a second expected separation conflict condition based on the modified first flight path and the estimated third flight path; determining a second heading range of the first aircraft predicted to result in the second expected separation conflict condition; and Generate a display diagram, which includes: a map representing the geographical area bounding said first aircraft and said second aircraft, a first graphical feature overlaying said map and representing said first aircraft, a second graphical feature overlaying said map and representing said second aircraft, a third graphical feature overlaying said map and indicating the dimensions of said navigation alert area relative to said geographical area bounding said first aircraft and said second aircraft, an annular shape representing a compass, said annular shape being centered about said first graphical feature, a heading indicator indicating the heading of said first aircraft relative to said compass, a first advisory band between said rings, said first advisory band indicating a heading range associated with said navigation alert zone, and A second suggested zone is defined by the second heading range and the annular shape.