CN112185172B

CN112185172B - Aircraft flight information system and method

Info

Publication number: CN112185172B
Application number: CN201910583106.1A
Authority: CN
Inventors: S·A·米克莱姆; R·A·克罗赛尔; B·P·威廉姆斯; N·L·福尔顿; G·S·戈登
Original assignee: Boeing Co
Current assignee: Boeing Co
Priority date: 2019-07-01
Filing date: 2019-07-01
Publication date: 2024-03-26
Anticipated expiration: 2039-07-01
Also published as: CN112185172A

Abstract

The application is entitled "aircraft flight information systems and methods". A method of generating an aircraft display map 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 to the second aircraft based on the estimated flight path. The method further includes determining a navigational alert zone based on the estimated proximity indicating an expected separation conflict condition. The method also includes generating a display diagram, the display diagram including: a map overlaying the map and representing a first graphical feature of the first aircraft, overlaying the map and representing a second graphical feature of the second aircraft, and overlaying the map and indicating a dimension of the navigational alert area.

Description

Aircraft flight information system and method

Technical Field

The present disclosure relates generally to aircraft flight information systems.

Background

For automatically piloted aircraft, a detection and avoidance (DAA) system uses information describing airspace to make automatic maneuver decisions. For manned aircraft, DAA systems can greatly enhance pilot situational awareness by providing pilot with relevant data regarding airspace. DAA systems may be used for both conventional manned and unmanned remotely piloted aircraft because the pilot may have limited access to relevant airspace information in both cases.

To improve the operation and design of DAA systems, the american aviation Radio Technology Committee (RTCA) issued a document entitled "SC228Ph 1 Minimum Operating Performance Standard (MOPS)" that suggests the smallest features of the DAA system, including some of the features of the display map (or other man-machine interface) used by the DAA system. In general, the SC228Ph 1 MOPS document addresses problems associated with unmanned aircraft operating in high altitude areas, rather than low altitude airspace operation of manned or unmanned aircraft. In addition, the SC228Ph 1 MOPS document does not describe how to collect and analyze airspace data to generate a display diagram containing pilot-related information, and does not provide guidance on arranging such display diagrams to reduce pilot workload. The SC228Ph 1 MOPS document also does not describe the use of DAA systems in the cockpit to support conventional piloted aircraft operations.

Disclosure of Invention

In a particular embodiment, a method of generating an aircraft display map 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 navigational 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 navigational alert zone. The method also includes generating a display diagram. The display map includes a map representing a geographic area proximate the first and 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 a third graphical feature overlaying the map and indicating a scale of the navigational alert area relative to the geographic area proximate the first and second aircraft.

In a particular embodiment, an aircraft flight information system includes at least one processor and memory storing instructions executable by the at least one processor to perform operations. The operations include determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a 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 determining a navigational 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 navigational alert zone. The operations also include generating a display diagram. The display map includes a map representing a geographic area proximate the first and 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 a third graphical feature overlaying the map and indicating a scale of the navigational alert area relative to the geographic area proximate the first and second aircraft.

In a particular implementation, a non-transitory computer-readable storage device stores instructions executable by a processor to perform operations. The operations include determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a 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 determining a navigational 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 navigational alert zone. The operations also include generating a display diagram. The display map includes a map representing a geographic area proximate the first and 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 a third graphical feature overlaying the map and indicating a scale of the navigational alert area relative to the geographic area proximate the first and second aircraft.

Drawings

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

FIG. 2 is a diagram illustrating an example of an airspace in which multiple aircraft exist;

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

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

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

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

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

FIG. 8 is a flow chart illustrating another example of a method of generating an aircraft information display map; and

FIG. 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 Description

Embodiments disclosed herein provide a human-machine interface that improves pilot situational awareness and reduces pilot workload by organizing data presented to a pilot in a manner that prioritizes the data and simplifies understanding of the data. Specific embodiments are described herein with reference to the accompanying drawings. Throughout the specification, common features are indicated by common reference numerals throughout the drawings. In some of the figures, multiple instances of a particular type of feature are used. Although the features are physically and/or logically distinct, each feature uses the same reference numeral and distinct instances are distinguished by adding letters to the reference numerals. When features are referred to herein as a group or class (e.g., when a particular one of the features is not referenced), reference numerals without distinguishing letters are used. However, when referring herein to a particular feature of a plurality of features of the same type, a reference numeral with a distinguishing letter is used. For example, referring to FIG. 2, a plurality of aircraft are shown and associated with reference numerals 210A, 210B, and 210C. When referring to a particular one of these aircraft (e.g., 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 numeral 210 without distinguishing letters is used.

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. In addition, the terms "include", "include" and "comprise" may be used interchangeably with "include", "contain" or "contain". In addition, the term "wherein (where)" may be used interchangeably with the term "wherein (where)". As used herein, "exemplary" means an example, embodiment, and/or aspect, 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.) for modifying an element (e.g., a structure, a component, an operation, etc.) do not by itself connote any priority or order of the element relative to another element, but rather merely distinguish the element from another element having the same name (but for use of the ordinal term). As used herein, the term "group/set" refers to a grouping of one or more elements, while the term "plurality" refers to a plurality of elements.

As used herein, "generating," "computing," "using," "selecting," "accessing," and "determining" 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 the parameter (or signal), or may refer to using, selecting, or accessing a parameter (or signal) that has been generated, such as a parameter (or signal) generated by another component or device. In addition, "adjust" and "modify" may be used interchangeably. For example, a "tuning" or "modifying" a parameter may refer to changing the parameter from a first value to a second value ("modification value" or "tuning 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 or physically coupled) via one or more other devices, components, wires, buses, networks (e.g., wired networks, wireless networks, or combinations thereof), etc. The two devices (or components) that are electrically coupled may be contained in the same device or in different devices and may be connected by an electronic device, one or more connectors, or inductive coupling (as illustrative, non-limiting examples). In some implementations, two devices (or components) that are communicatively coupled (e.g., electrically coupled) may send and receive electrical signals (digital or analog) directly or indirectly, e.g., via one or more wires, buses, networks, etc. As used herein, "directly coupled" is used to describe two devices that are coupled (e.g., communicatively coupled, electrically or physically coupled) without intermediate components.

Embodiments disclosed herein include elements of a DAA system, or more generally, elements of an aircraft flight information system. In particular, the aircraft flight information system is configured to generate a display diagram including warning information and guidance information to a pilot. The present disclosure also includes a method of determining information to be displayed. The display provides information to a pilot (which may be a remote pilot) indicating a location, identity, and other relevant information (e.g., estimated or expected flight path) related to the aircraft in the air space. The display also uses visual cues (which may be aided by audible cues) to identify (and prioritize) potential hazards in the airspace. The display view also provides information to the pilot about the aircraft being piloted, such as heading, altitude/vertical profile, and location of waypoints. The display is configured to reduce pilot effort by displaying a consistent set of information that is readily understood by the pilot. For example, the aircraft flight information system avoids generating a display diagram in a manner that provides a switch between avoiding a suggestion to guide the aircraft's position (e.g., a "no forward" suggestion) and a suggestion to guide the aircraft's position (a "forward" suggestion). Switching between forward advice and inhibit forward advice can lead to pilot confusion and increased pilot workload, as the pilot must evaluate each piece of information presented in the display in a timely manner to determine whether the information is forward advice or inhibit forward advice.

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., number of meters or feet) based on the orientation of the aircraft, or may be expressed as a time (e.g., number of seconds) based on the orientation of the aircraft and the relative speed between the aircraft. Additionally, as used herein, separation conflict conditions may occur based on the proximity of the aircraft being less than a time-based separation threshold, less than a distance-based separation threshold, or both. For example, the time-based separation threshold may be compared to the distance-based proximity by converting the time-based separation threshold to distance using the relative velocity between the aircraft, or by converting the distance-based proximity to time using the relative velocity between the aircraft.

In particular embodiments, the display map includes guidance to the pilot in a manner consistent with a pilot primary mode of aircraft control. The tutorial format is graphically evolved to generate a display diagram in a manner that conveys information about the temporal criticality (and thus about priority) of the various actions. The display also provides guidance in a manner that helps the pilot associate and prioritize relevant information with a particular navigation hazard, for example, indicating which other aircraft in the air represents the most urgent navigation hazard. By increasing pilot situational awareness and reducing pilot workload, the display map supports more effective and efficient pilot decisions for complex airspace scenarios (e.g., airspace with multiple other aircraft as navigation hazards, encounters near terrain, bad weather, etc.).

Fig. 1 is a block diagram illustrating an example of a system 100 that includes an aircraft flight information system 104. The aircraft flight information system 104 is configured to facilitate operation of the local machine 202. The local aircraft 202 is an aircraft controlled by the aircraft flight information system 104. The term "ownship" is used herein to distinguish an aircraft controlled by aircraft flight information system 104 from other aircraft 210 in the air space. The aircraft flight information system 104 is configured to provide a display 150 that includes information describing airspace near the local machine 202. The aircraft flight information system 104 is also configured to send commands 116 to the local 202 based on pilot input and/or automatic pilot flight control input. In fig. 1, the aircraft flight information system 104 is a component of the remote pilot station 102 or integrated within the remote pilot station 102 to enable remote pilot of the local 202, or is a component of the local 202 or integrated within the local 202 or within another aircraft. Although fig. 1 shows a single local machine 202, in some embodiments, the aircraft flight information system 104 is associated with more than one local machine 202. In such an embodiment, the aircraft flight information system 104 may generate and present a separate display diagram 150 for each of the hosts 202, or the aircraft flight information system 104 may generate and present a single display diagram including information related to a plurality of hosts 202, 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 device 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 various operations associated with receiving and presenting information describing the airspace surrounding the local machine 202, presenting flight advice to a pilot, receiving and processing flight control inputs from the pilot, and communicating commands to the local machine 202. Details of various operations that may be implemented by the processor 124 executing the instructions 132 are described with reference to fig. 7 and 8.

Communication interface 118 includes or is coupled to a transmitter 120, a receiver 122, or a combination thereof (e.g., a transceiver). The communication interface 118 is configured to enable communication with the local aircraft 202, other aircraft 210, a system that collects or generates airspace data 114 describing the airspace surrounding the local aircraft 202, or a combination thereof. The communication may include transmitting and/or receiving information (e.g., audio, video, or sensor data) generated at the local machine 202, information (e.g., voice or transponder information) generated at other aircraft 210, information (e.g., commands) generated at the aircraft flight information system 104 or collected by the aircraft flight information system 104, or a combination thereof. For example, the communication interface 118 is configured to receive commands from the processor 124 and cause the transmitter 120 to send commands (e.g., commands 116) to the local 202. In fig. 1, command 116 is sent by wireless transmission (e.g., 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 where the aircraft flight information system 104 is integrated within the local 202, the commands 116 may be transmitted over a bus or in-vehicle data communication architecture of the local 202.

The receiver 122 is configured to receive the spatial data 114 and/or other information via the terrestrial radio frequency antenna 108, via a satellite uplink, via another source (such as a radar system or an air traffic control system), or a combination thereof. Airspace data 114 includes information such as the position, heading, speed, altitude, and type of the local machine 202 and other each aircraft 210. Airspace data 114 may also include other information, such as, for example, notification 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 of remaining action (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 embodiments, the instructions 132 include different modules or more than those shown in fig. 1. To illustrate, the flight path estimation instructions 136 may be divided into several modules, such as a module for estimating a future flight path of the local machine 202 based on the current flight path of the local machine 202 and a module for determining the consequences of various alternative flight paths that the local machine 202 may take. As another illustrative example, one or more other modules may estimate a future flight path of another aircraft 210 based on a current flight path of another aircraft 210 and determine the consequences of various alternative flight paths that another aircraft 210 may take. In this illustrative example, one or more other modules may select an estimated flight path from a set of candidate alternative flight paths for another aircraft 210 for further processing (e.g., block 812 of fig. 8). The flight path estimation instructions 136 may estimate the future flight path as a linear or non-linear flight path.

The flight control instructions 134 are executable by the processor 124 to cause the processor 124 or enable the processor 124 to receive input from a pilot via the input device 128 and generate commands (such as the command 116) for the local 202 based on the input. In some implementations, the flight control instructions 134 may also or alternatively include an automatic pilot system that autonomously or semi-autonomously (e.g., autonomously within pilot-specified parameters) controls the local 202. In some implementations, the input device 128 includes a conventional aircraft flight input device, such as a lever, throttle grip, yoke, pedal, or other aircraft receiver (receiver). In other implementations, the input device 128 includes a computer/game type input device such as a mouse, keyboard, joystick, or game system controller. In other implementations, the input device 128 includes a combination of conventional aircraft flight input devices, computer/game type input devices, other devices (e.g., gesture, voice, or motion based controllers), or combinations thereof. The pilot may use the input device 128 to directly command the flight control actuators of the local 202, for example by moving the input device in a manner that indicates a particular aileron azimuth or a particular roll angle. Alternatively or additionally, the pilot 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 local 202 based on the waypoints and/or operating parameters.

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

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

The flight path estimation instructions 136 and the TRTA estimation instructions 138 are executable to determine flight advice (flight advice) presented in the display diagram 150. Specifically, the flight path estimation instructions 136 are configured to estimate a future flight path of the local machine 202 and to estimate future flight paths of other aircraft 210 in the air space. For example, the flight path estimation instructions 136 may determine a current voyage and speed of each aircraft (including the local aircraft 202 and other aircraft 210) in the airspace from the airspace data 114, and may extrapolate a future flight path of each aircraft in the airspace based on the corresponding current voyage and speed. The flight path estimation instructions 136 may also determine an estimated proximity between the local machine 202 and the other aircraft 210 based on the future flight path of each aircraft in the airspace. The flight path estimation instructions 136 compare the estimated proximity between the local machine 202 and the other aircraft 210 to various thresholds 142 to determine whether the estimated future flight path is predicted to result in a split conflict condition. For example, the flight path estimation instructions 136 may determine a nearest point of approach for the local machine 202 and another aircraft 210 based on the future flight path and use the proximity at the nearest point of approach as an estimated proximity to determine whether a separation conflict condition is predicted to occur. In another example, the flight path estimation instructions 136 may estimate the future flight path at time intervals (e.g., 5 second intervals) and may use the estimated proximity for each time interval to determine whether a split conflict condition is predicted to occur.

In general, a split conflict condition occurs if a first aircraft (e.g., the local aircraft 202) is less than a split threshold (e.g., a threshold distance or a threshold time) from a second aircraft (e.g., one of the other aircraft 210). The separation threshold may be specified by a pilot (e.g., as part of the setting 158), may be specified by an organization associated with the local 202 or other aircraft 210 (e.g., a military, government, or commercial organization), may be specified by a regulatory agency, or may be specified by a standards organization. In some implementations, the 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 present when estimating the flight path. For example, the particular separation threshold used may depend on weather conditions, aircraft type of the local 202, airspace level, changes in performance of the local 202, aircraft type of other aircraft 210, mission parameters, and so forth. To illustrate, a smaller separation threshold may be used when the host 202 and other aircraft 210 are both unmanned aircraft than may be used if one of the host 202 or other aircraft 210 is a manned aircraft.

If the flight path estimation instructions 136 determine that a split conflict condition is predicted to occur based on the estimated flight path, the TRTA estimation instructions 138 use the airspace data 114 and the aircraft characteristics 144 to estimate how long the pilot must respond (i.e., the remaining time of action) to avoid the split conflict condition. In a particular embodiment, the TRTA estimation instructions 138 determine the navigational alert zone based on the airspace data 114 and the aircraft characteristics 144. As explained in more detail with reference to fig. 2, the navigational alert zone is an area in which a split conflict condition (e.g., would be unavoidable) would occur if the local aircraft 202 flies into the navigational alert zone and another aircraft 210 follows the future flight path estimated by the flight path estimation instructions 136. The TRTA estimation instructions 138 provide data to the GUI generation instructions 140 to cause a TRTA (a graphical feature representing a navigation alert zone, other information, or a combination thereof) to be represented in the display diagram 150.

In some implementations, the flight path estimation instructions 136 are further configured to determine one or more alternate flight paths of the local machine 202 and determine whether each of the one or more alternate flight paths will result in a split conflict condition. One or more alternative flight paths may be determined based on the current flight status or reported flight status of the local machine 202 and the aircraft characteristics 144. For example, a particular alternative flight path may be determined based on the current voyage of the local 202 and the maximum steering limit of the local 202. If any of the alternate flight paths determined by the flight path estimation instructions 136 will result in a split conflict condition, the flight path estimation instructions 136 can provide data to the GUI generation instructions 140 to generate and display flight advice in the display map 150. To illustrate, a graphical feature (e.g., a advice band) may be displayed to indicate to the pilot that the pilot should not modify the flight path of the native machine 202 to correspond to an alternate flight path, as such modification would result in a split conflict condition.

In a particular implementation, the flight path estimation instructions 136, the TRTA estimation instructions 138, or both, may provide data to the flight control instructions 134 to limit operations that a pilot may perform based on the expected split conflict conditions. For example, after the TRTA estimation instructions 138 identify the navigational alert zone, the TRTA estimation instructions 138 may provide the flight control instructions 134 with data identifying the boundaries of the navigational alert zone, and the flight control instructions 134 may prevent the pilot from designating waypoints within the navigational alert zone for the host 202. For example, if the pilot provides input specifying waypoints for the local 202, the command 116 may be generated and sent to the local 202 based on determining that the waypoints are not located in the navigational alert area. Alternatively, the flight control instructions 134 may allow the pilot to specify waypoints within the navigational alert zone, but may require the pilot to perform one or more additional steps, such as confirming that the pilot understands that the waypoints are within the navigational alert zone. For example, based on determining that the waypoint is within the navigational alert zone, the aircraft flight information system 104 can generate an output suggesting that the pilot waypoint is within the navigational alert zone and await confirmation by the pilot before setting the waypoint. Accordingly, the aircraft flight information system 104 generates the display map 150 in a manner consistent with the pilot primary mode of aircraft control.

The display diagram 150 is generated in a manner that graphically evolves the guideline format to convey information about the temporal criticality (and thus about priority) of the various actions. For example, as conditions in the space domain change, the arrangement and display format (e.g., color) of the graphical features 154 of the display diagram 150 are updated. The display 150 also provides guidance in a manner that helps the pilot associate and prioritize relevant information with a particular navigation hazard, for example, indicating which other aircraft 210 in the air is the most urgent navigation hazard. By improving pilot situational awareness and reducing pilot workload, the aircraft flight information system 104 supports more effective and efficient pilot decisions for complex airspace scenarios (e.g., airspace with multiple other aircraft as navigation hazards, encounters near terrain, bad weather, etc.).

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

Extrapolation (e.g., linear prediction) of heading 204 of host 202 and heading 212B of aircraft 210B shows that the estimated flight path of host 202 and the estimated flight path of aircraft 210B intersect at expected intersection location 214. In other embodiments, the estimated flight path is based on non-linear prediction. The expected intersection location 214 is within a box identifying the boundary of the navigational alert area 216. Navigation alert zone 216 is the area where a split conflict condition will occur if local 202 follows the estimated flight path of local 202 and aircraft 210B follows the estimated flight path of aircraft 210B. Thus, to avoid a split conflict condition, the flight path of the native machine 202 should be changed to avoid passing the nearest boundary 218 of the navigational alert area 216. As further explained with reference to fig. 3-6, the aircraft flight information system 104 of fig. 1 may include displaying graphical features (e.g., color-coded geometry) in fig. 150 to identify boundaries of the navigational alert zone 216. The navigational alert area 216 may also be generated and concurrently displayed for one or more other aircraft 210 for which a separate conflict condition is determined.

Fig. 2 also shows alternate flight paths 220, which include alternate flight paths 220A and 220B, which the host 202 may turn to avoid entering the navigational alert area 216. However, in FIG. 2, alternate flight path 220 represents an alternate flight path that local 202 should avoid. The alternate flight paths 220 are all directed to the port side of the host and the aircraft 210A is directed to the port side of the host 202. Predicting (e.g., extrapolating) a future flight path of the aircraft 210A along its current heading 212A and predicting (e.g., extrapolating) a future flight path of the local 202 along the alternate flight path 220 or any flight path between the alternate flight paths 220 will result in a separation conflict condition between the local 202 and the aircraft 210A. As further explained with reference to fig. 3-6, the aircraft flight information system 104 of fig. 1 can include displaying the graphical features (e.g., the suggested bands) in fig. 150 to identify a series of alternate heading that the local machine 202 should avoid.

Fig. 3-6 illustrate examples of aircraft flight information display diagrams (e.g., examples of display diagram 150 of fig. 1) for various airspace conditions. In particular, FIG. 3 is an example of a display diagram 150 corresponding to airspace 200 of FIG. 2. Fig. 4 and 5 show examples of display 150 corresponding to airspace 200 at different times after the illustration of airspace 200 in fig. 2 (e.g., after aircraft 210 and local 202 have flown along their respective flight paths). FIG. 6 illustrates an example of a display diagram 150 in an embodiment in which the aircraft flight information system 104 of FIG. 1 is associated with more than one local machine 202.

In each of fig. 3-6, display 150 includes a map 152 and graphical features 154, with the graphical features 154 overlaying the map 152 and representing aspects of airspace 200, aircraft 210, and local 202. The graphical features 154 of the overlay map 152 are translucent, unless otherwise specified, to allow the map 152 to be viewable through each graphical feature 154 (including, for example, information boxes, geometric shapes representing navigational alert areas, suggested bands, etc.). Graphical feature 154 includes graphical features 310A, 310B, and 310C representing aircraft 210A, 210B, and 210C, respectively. The graphical feature 154 also includes a color-coded geometry 316 representing the navigational alert area 216, a cross-point icon 314 representing the intended cross-over location 214, and a waypoint icon 306 representing the waypoint 206. The graphical feature 154 also includes a set 350 of graphical features associated with the native machine 202 that includes a ring 330 representing a compass (compatibility rose) around the graphical feature 302 representing the native 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.

In addition, the graphical feature 310 representing the aircraft 210 is associated with an information box 322 that provides information about the corresponding aircraft 210. For example, graphical feature 310A is associated with information box 322A, information box 322A including an aircraft identifier ("VH-XJF") of aircraft 210A and information indicating a speed and a relative altitude of aircraft 210A (e.g., speed = 150kts and relative altitude = -400 feet). The relative altitude refers to the altitude of the aircraft 210 relative to the altitude of the local 202. Accordingly, the relative altitude-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 local 202. In fig. 2, the relative altitude of each aircraft 210 is also indicated by a relative altitude indicator 320, the relative altitude indicator 320 indicating a relative altitude of hundreds of feet. Accordingly, a relative altitude indicator 320A displaying a relative altitude of "-4" also indicates that aircraft 210A is 400 feet lower than local 202. In some implementations, the orientation of the relative altitude indicator 320 indicates whether the corresponding aircraft 210 is above or below the local 202 (e.g., whether 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 (i.e., closer to the bottom of display diagram 150) to indicate that aircraft 210A is at a lower altitude than local 202. Similarly, relative altitude indicator 320B is above graphical feature 310B representing aircraft 210B (i.e., closer to the top of display diagram 150) to indicate that aircraft 210B is at a higher altitude than local 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 workload of the pilot in evaluating altitude information.

A native information box 340 is also shown in fig. 3. The local information box 340 includes an aircraft identifier ("SE 616") of the local 202 and information indicative of an altitude (e.g., 4412 feet) of the local 202, as well as a time (e.g., "15:10:09") at which the information presented in the local information box 340 was generated (e.g., a timestamp received from the local 202 in the airspace data 114 or a timestamp applied to the airspace data 114 when the airspace data 114 was received). As shown in fig. 6, display diagram 150 may include a set 350 of graphical features representing more than one native machine (e.g., a set 350 of graphical features representing a native machine 202 and a set 360 of graphical features representing another native machine). In this case, each of the native machines is associated with a respective native information box. For example, a local 202 is associated with a local information box 340, while another local is associated with a local information box 368. To help the pilot quickly identify with which local information box 340, 368 is associated, each local information box 340, 368 may be visually linked (e.g., color-coded, linked by line, or linked by proximity or display orientation) to a respective graphical feature 302, 362 representing each local. For example, the native information box 340 and the graphical feature 302 representing the native 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 second color that is visually different from the first color. As another example, native information box 340 may be positioned on a side of display diagram 150 closest to graphical feature 302 representing native 202, while native information box 368 may be positioned on another side of display diagram 150 closer to graphical feature 362 representing another native.

In some implementations, the graphical features 310 representing the aircraft 210 are visually distinct to help the pilot quickly identify and prioritize navigation hazards. In fig. 3, three different graphical features 310 are used to identify aircraft 210 representing different navigation hazard classes. For example, aircraft 210D is outside the scope of display map 150 and is therefore associated with the lowest level of navigational risk. Accordingly, aircraft 210D is represented in display 150 of FIG. 3 by only "other traffic" indicator icon 344. Aircraft 210C is within the scope of display 150, but the lack of a predicted flight path for local machine 202 will result in a split conflict condition between local machine 202 and aircraft 210C. Accordingly, aircraft 210C is represented in display diagram 150 by graphical feature 310C (e.g., a bare aircraft icon) that simply indicates the presence of the aircraft (e.g., does not indicate a navigation hazard). Aircraft 210A is within the scope of display diagram 150, and one or more possible alternative flight paths for local machine 202 will result in a split conflict condition between local machine 202 and aircraft 210A. Accordingly, aircraft 210A is represented in display diagram 150 by graphical feature 310A (e.g., a circled aircraft icon) that indicates an aircraft that may be a navigation hazard in some situations. Aircraft 210B is within the scope of display diagram 150 and predicts that the current flight path of local 202 will result in a split conflict condition between local 202 and aircraft 210B. Accordingly, aircraft 210B is represented in display diagram 150 by graphical feature 310B (e.g., displaying a highlighted, encircled aircraft icon) that indicates the aircraft as a current navigational hazard. The graphical feature 310 may also or alternatively include other features to assist the pilot in quickly prioritizing navigation hazards, such as color codes representing various navigation hazard levels.

In fig. 3-6, aircraft 210A and 210B are associated with supplemental information box 342 because aircraft 210A and 210B have been identified as current or likely navigation hazards. The supplemental information box 342B includes information indicating: an identifier of aircraft 210B (e.g., "VGL 281"), a time to generate information presented in supplemental information box 342B (e.g., "15:08:08"), a relative altitude of aircraft 210B, and a time to residual action (TRTA) to avoid entering navigational alert area 216 associated with loss of separation between local aircraft 202 and aircraft 210B (e.g., 6:15 minutes). The supplemental information box 342A includes similar information except that TRTA is not displayed because the current heading 204 of the host 202 will not result in a separate conflict condition with respect to the aircraft 210A.

When there are a plurality of navigation hazards, as in the display diagram 150 of fig. 3, the supplemental information boxes 342 for navigation hazards are sorted in order of priority, with the highest priority being displayed highest in the display diagram 150. Accordingly, the supplemental information frame 342B is displayed above the supplemental information frame 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 aerial vehicle may be of lower priority than taking action to avoid a manned aerial vehicle), based on mission parameters, etc.

In some implementations, when there are multiple navigation hazards, the TRTA associated with the highest priority navigation hazard can be displayed with the identifier of the local machine in the set 350 of graphical features associated with the local machine 202. In some embodiments, the TRTA that displays or does not display the highest priority navigation hazard is a pilot selectable display preference. In some such embodiments, when the TRTA is less than (or less than or equal to) the threshold, the TRTA at the highest priority navigation hazard is automatically displayed (e.g., regardless of the pilot's display preference) with the identifier of the local 202.

The information presented in the information boxes 322, 340, 342 may be selectable based on pilot display preferences or other preferences in the settings 158 of the aircraft flight information system 104. For example, some pilots may prefer to display only a minimal set of information, such as a relative altitude indicator 320 and an identifier (e.g., "VH-XJF") for each aircraft 210, in which case the information box 322 may not be displayed. Other features of fig. 3-6 are also configurable. For example, in fig. 3, graphical feature 310C representing aircraft 210C is trailing by dot (dot) 326 (also referred to as "breadcrumbs"), dot 326 marking the previous flight path of aircraft 210C. Some pilots may not find the points 326 useful or may find them distracting, in which case such pilots may adjust the settings 158 so that the points 326 are not displayed.

As described above, the color-coded geometry 316 represents the navigational alert area 216 of FIG. 2. The color-coded geometry 316 has a size, shape, and orientation that corresponds to the boundaries of the navigational alert area 216. In addition, the color of the color-coded geometry 316 is selected based on the remaining action time. For example, when the remaining action time for avoiding entry into the navigation alert zone 216 has a first value, the color-coded geometry 316 has a first color (e.g., amber, yellow, or another color), and when the remaining action time for avoiding entry into the navigation alert zone 216 has a second value, the color-coded geometry 316 has a second color (e.g., red or another color). In this example, the first color is different (e.g., visually discernable) from the second color, and the first value is different (e.g., greater) than the second value. To illustrate, the 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 the color-coded geometry 316 may be red if the remaining action time is less than (or less than or equal to) the threshold. In other embodiments, other visual distinctions may be used in addition to or instead of color distinctions to alert the pilot of the remaining action time. For example, the color-coded geometry 316 may blink as the remaining action time decreases. Furthermore, in some embodiments, other alert mechanisms may be used in addition to the color-coded geometry 316. For example, when the remaining action time is less than (or less than or equal to) a particular value, an audible alert may be presented to the pilot via the other output device 156.

In fig. 3-6, the set 350 of graphical features associated with the local machine 202 includes a time scale 338, the time scale 338 indicating the estimated time until the local machine 202 enters the navigational alert area 216. If no other aircraft 210 in the airspace 200 with its own aircraft 202 represents 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 split conflict condition), then the navigation alert zone 216 is not present and the time scale 338 is not displayed. Alternatively or additionally, the distance between the graphical feature 302 representing the native machine 202 and one or both of the rings 330 may indicate a time scale. For example, in FIG. 3, the distance between each marker of the time scale 338 corresponds to a time of flight of approximately one minute at the current speed of the native machine 202, representing the distance between the graphical feature 302 of the native machine 202 and the inner ring of the ring 330 corresponds to a time of flight of approximately four minutes at the current speed of the native machine 202, and representing the distance between the graphical feature 302 of the native machine 202 and the outer ring of the ring 330 corresponds to a time of flight of approximately five minutes at the current speed of the native machine 202. The time of flight represented by each mark of the time scale 338, the ring 330, or both may be adjusted by the pilot using the settings 158.

In fig. 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 advice band 318, 332 is a visual indicator of the heading range that is predicted to result in a separate conflict condition. For example, in FIG. 3, the advice band 332 indicates that predicting a heading range of approximately-13 degrees from the current heading 204 of the local 202 (e.g., 13 degrees from the port) to approximately +20 degrees from the current heading 204 of the local 202 (e.g., 20 degrees from starboard) will result in a split conflict condition between the local 202 and the aircraft 210B. Likewise, the advice band 318 indicates that predicting a heading range of approximately-26 degrees from the current heading 204 of the local 202 (e.g., 26 degrees from the port) to approximately-46 degrees from the current heading 204 of the local 202 (e.g., 46 degrees from the port) will result in a split conflict condition between the local 202 and the aircraft 210B. In some implementations, the advice band can be configured (e.g., via the settings 158) to display the heading range in an "absolute" sense to conform to a standard compass symbol. The configuration is adjusted by the pilot.

In FIG. 3, the advice band 332 is displayed with numerical values 334, 336 because the current heading 204 of the local machine 202 is within the heading range associated with the advice band 332. These digital values provide the pilot with a quick quantification of the amplitude of the course change required to avoid entering the navigational alert area 216. The first digital value 334 indicates the difference between the heading 204 of the host 202 and the estimated flight path along the first boundary of the navigational alert area 216. Likewise, the second digital value 336 indicates the difference between the heading 204 of the local 202 and the estimated flight path along the second boundary of the navigational alert area 216. For example, in FIG. 3, the advice band 332 indicates the relative change in the current heading 204 of the local machine 202 that is required to ensure that the local machine 202 does not enter the navigational alert area 216. In the example of fig. 3, the advice band 332 indicates that keeping the local 202 clear of the navigational alert zone 216 would require a change in heading 204 of the local 202 between-13 degrees (e.g., 13 degrees from the port) to +20 degrees (e.g., 20 degrees from starboard).

In some implementations, the ring 330, other portions of the set of graphical features 350 associated with the local 202, or a combination thereof may be color coded to indicate a current risk level associated with the local 202. For example, in fig. 3, the graphical feature 302 representing the native machine 202 is the same color (indicated by the fill pattern) as the color-coded geometry 316. In contrast, in FIG. 5, the graphical feature 302 representing the native machine 202 has a different color (indicated by a different fill pattern) than the color-coded geometry 316 to indicate a higher navigation risk level if associated with FIG. 5. Further, as described further below, fig. 6 shows another native example associated with a second set 360 of graphical features. The other native machine of fig. 6 is not associated with any navigation risk, and therefore the graphical feature 362 representing the other native machine has a different color (indicative of a lack of a fill pattern) than the graphical feature 302 representing the native machine 202 in fig. 3 and 5.

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

Fig. 5 shows an example of a display diagram 150 at some time period following the situation shown in fig. 4 and after the local 202 and each aircraft 210 have continued to not change course. Thus, in FIG. 5, the local machine 202 is closer to the navigational alert area 216 than at the time shown in FIG. 4. In fig. 5, the color of the color-coded geometry 316 has been changed to indicate that TRTA (e.g., 0:45 minutes in fig. 5, as indicated by the supplemental information box 342 and the time scale 338) is less than (or less than or equal to) the threshold value. In addition, the graphical features associated with aircraft 210B have been altered to highlight the urgency of the action. For example, graphical feature 310B representing aircraft 210B, information box 322B associated with aircraft 210B, and supplemental information box 342 have all been changed in fig. 5 (relative to fig. 4) to indicate that aircraft 210B is currently in danger of emergency navigation. In addition, as shown by the first digital value 334 and the second digital value 336, the magnitude of the course change that the local machine 202 must take to avoid entering the navigational alert area 216 has increased. Further, due to the relative movement of the host 202 and the aircraft 210A, the advice band 318 and the supplemental information box 342A associated with the aircraft 210A have been removed, indicating that no separation conflict condition is predicted to occur between the host 202 and the aircraft 210A due to any possible heading change of the host 202.

Fig. 6 is a diagram showing another example of the display diagram 150. To generate the display diagram 150 of fig. 6, the airspace 200 of fig. 2 is considered to exclude the aircraft 210C and 210D and to include another local (not shown in fig. 2). The location of the other local is represented by the 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 is associated with a set 360 of graphical features, the set 360 of graphical features being similar to the set 350 of graphical features associated with the local 202; however, the set 360 of graphical features associated with another local does not show navigation hazards associated with the other local. Thus, the set of graphical features 360 does not include time scales, suggested bands, or the like. However, the set of graphical features 360 does include a ring 364 corresponding to a compass surrounding the graphical feature 362 representing another local and a heading indicator 366. Heading indicator 366 indicates that another local machine is in a heading toward waypoint 370. The display diagram 150 of fig. 6 also includes a native information box 368 associated with another native machine.

The various examples of display diagram 150 in fig. 3-6 are configured to be dynamically updated to convey information about time criticality (and thus about priority) of responding to various navigational hazards. The display 150 also provides guidance in a manner that helps the pilot associate and prioritize relevant information with a particular navigation hazard, for example, indicating which other aircraft in the air is the most urgent navigation hazard. In addition, in the specific example shown in fig. 3-6, only forward-prohibited suggestions are provided to the pilot. For example, the advice band is only used to indicate a heading that the pilot should not take. By increasing pilot situational awareness and reducing pilot workload, the display diagram 150 supports more effective and efficient pilot decisions for complex airspace scenarios (e.g., airspace with multiple other aircraft as navigation hazards, encounters near terrain, bad weather, etc.).

Fig. 7 is a flowchart illustrating an example of a method 700 of generating an aircraft information display diagram (e.g., display diagram 150 of one or more of fig. 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 can execute instructions 132 to implement the operations of method 700.

The method 700 includes determining an estimated first flight path of a first aircraft (e.g., the local aircraft 202 of fig. 2) at 702, and determining an estimated second flight path of a second aircraft (e.g., the aircraft 210B of fig. 2) at 704. 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 current heading and speed of the first aircraft and based on flight dynamics or operational constraints of the first aircraft. Additionally or alternatively, the 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 flight dynamics or operational limits of the second aircraft.

The method 700 further includes 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 at 706. Various methods may be used to determine the estimated proximity. As a first example, each flight path may be considered a line in space, and geometric calculations may be used to solve for the minimum distance between the two lines. In this example, if the geometric calculation indicates that the two lines are within a proximity threshold distance (e.g., a minimum separation threshold), the calculation indicates that a separation conflict condition is predicted to occur. Additional calculations may then be used to determine one or more times along the flight path during which the two aircraft predictions are within a separation threshold of each other.

The method 700 includes determining a navigational alert zone (e.g., the navigational alert zone 216 of FIG. 2) based on the estimated proximity indicating an expected separation conflict condition at 708, wherein the expected separation conflict condition is predicted to occur if the first aircraft flies into the navigational alert zone. In some embodiments, the navigational 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 extrapolation along the current heading and speed of the second aircraft (e.g., aircraft 210B). In this example, the plurality of possible first flight paths of the first aircraft (e.g., the local machine 202) may include each possible flight path of the first aircraft based on the current heading and speed of the first aircraft and based on the aircraft characteristics 144 of the first aircraft. In such an embodiment, a proximity between the second flight path of the second aircraft and each of the possible first flight paths may be determined, and the navigational alert zone corresponds to an area that includes each of the possible first heading in which the split conflict condition occurs.

Method 700 includes, at 710, generating a display map including a map representing a geographic area proximate to the first aircraft and the second aircraft. For example, display map 150 includes map 152 of fig. 1 and 3-6. In method 700, the display diagram further includes an overlay map and represents a first graphical feature of the first aircraft and an overlay map and represents a second graphical feature of the second aircraft. For example, the display diagram 150 of fig. 3-6 includes a graphical feature 302 representing the local machine 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 navigational alert area relative to a geographic area proximate the first and second aircraft. For example, the display diagram 150 of fig. 3-6 includes a color-coded geometry 316, the color-coded geometry 316 having a size, shape, and orientation on the map 152 that corresponds to the boundaries of the navigational alert area 216 of fig. 2.

Fig. 8 is a flow chart illustrating another example of a method 800 of generating an aircraft information display diagram (e.g., display diagram 150 of one or more of fig. 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 can execute instructions 132 to implement the operations of method 800.

Method 800 includes receiving spatial domain 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 the aircraft (e.g., local). For illustration, the spatial domain data 114 may describe the spatial domain 200 of fig. 2, which includes a local machine 202.

The method 800 further includes estimating a flight path at 804. For example, the estimated flight paths may include a local flight path 806, one or more modified local flight paths 808, and other flight paths 810 for other aircraft in the air space. In particular embodiments, the local flight path 806 is determined by extrapolating the current heading and speed of the local. Likewise, another flight path 810 can be determined by extrapolating the current heading and current speed of another aircraft. The modified local flight path 808 is determined based on the current heading and current speed of the local machine and also based on the aircraft characteristics (e.g., flight dynamics) of the local machine. To illustrate, the modified local flight path 808 may include a range of flight paths that are possible for the local machine based on the current heading, speed, and characteristics of the local machine. In some implementations, the modified local flight path 808 may include all local flight paths that are possible in view of the current heading, speed, and characteristics of the local. For example, the modified local flight path 808 may be determined as a distribution of possible local locations for each of a set of future time intervals. In other implementations, the modified local flight path 808 includes a subset of possible local flight paths. For example, the modified local flight path 808 may include a set of discrete flight paths, such as one for each possible degree of angular change in the local heading (in view of the current heading, speed, and characteristics of the local machine) at each future time interval. In other examples, other numbers of heading angle changes may be used to produce modified local flight paths 808, such as 5 degrees for each modified local flight path 808 or 1.5 degrees for each modified local flight path 808. In some implementations, the modified local flight path 808 accounts for speed changes, or alternatively accounts for heading changes. Other changes may also or alternatively be predicted based on the current heading, speed, and characteristics of the local machine to produce a modified local flight path 808, such as an altitude change. Other flight paths 810 can be estimated in the same manner or in a similar manner as the local flight path 806 and/or modified local flight path 808 is determined. For example, other flight paths 810 may be estimated by extrapolating the current heading and speed of the other aircraft, or other flight paths 810 may be estimated as a set of possible flight paths based on the current heading and speed of the other aircraft and information about the intent or characteristics (e.g., aerodynamic limitations) of the other aircraft.

The method 800 further includes estimating, at 812, a proximity of the local and each other aircraft in the air space based on the local flight path 806, the modified local flight path 808, and the other flight path 810. The estimated proximity is compared to a separation threshold 816 or separation thresholds, and a determination is made at 814 as to whether each proximity satisfies the respective separation threshold. For example, if the proximity is greater than or equal to the separation threshold, the proximity may satisfy a particular separation threshold.

If each proximity satisfies a respective separation threshold, method 800 includes, at 836, sending a display object to the display map. In this case, the display objects may include, for example, a map 152 and graphical features 154 representing local and other aircraft in the space domain. The display object may also include a set 360 of graphical features associated with other hosts as shown in fig. 6, as no traffic warnings or traffic advice are required.

If the proximity does not meet the corresponding separation threshold, then method 800 includes determining the flight path or paths with separation conflicts at 820. If the modified native flight path 808 has a separation conflict, the method 800 includes generating a suggestion band at 822 and transmitting a display object (including the suggestion band) to the display diagram at 836. The proposed band indicates a heading range of the modified local flight path 808 that results in an expected separation conflict condition between the local and another aircraft.

If the local flight path 806 has a separation conflict, the method 800 includes determining a time of remaining action (TRTA) at 824. TRTA is determined based on the local flight characteristics 826 (e.g., flight dynamics, operational limitations, etc.). For example, a more agile aircraft may have a longer TRTA under certain conditions than an aircraft that is less flexible under the same conditions.

The method 800 further includes determining, at 828, whether the TRTA meets a TRTA threshold 830. In a particular example, if the TRTA is greater than or equal to the TRTA threshold 830, the TRTA satisfies the TRTA threshold 830.

If TRTA meets the TRTA threshold 830, then the method 800 at 832 includes generating a graphical feature representing a navigational alert zone using the first color. If the TRTA does not meet the TRTA threshold, then the method 800 generates a graphical feature representing the navigational alert zone using a second color (visually different from the first color) at 834. In either case, the graphical feature representing the navigational alert zone is the display object sent to the display diagram at 836 along with other display objects, such as map 152 and graphical feature 154 representing other features of 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 the local flight path 806 includes a separation conflict, a suggested band may be generated. As another example, a time scale may be generated to represent TRTA. As yet another example, display objects other than or in addition to graphical features representing navigational alert areas may be color coded to indicate or identify navigational hazards. To illustrate, in response to determining that the native flight path 806 is predicted to include a separation conflict, the graphical feature 302 representing the native machine 202 may be color coded as in fig. 3. In addition, the display objects may be categorized to indicate priorities of various navigation hazards.

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

The computing device 910 includes a processor 124. The processor 124 may be in communication with a memory 126, and the memory 126 may include, for example, a system memory 930, one or more storage devices 940, or both. The processor 124 may also be in communication with one or more input/output interfaces 950 and the communication interface 118.

In particular examples, memory 126, system memory 930, and storage 940 include tangible (e.g., non-transitory) computer-readable media. Storage device 940 includes non-volatile storage devices such as magnetic disks, optical disks, or flash memory devices. Storage 940 may include removable and non-removable storage devices. The system memory 930 includes volatile memory devices (e.g., random Access Memory (RAM) devices), nonvolatile memory devices (e.g., read Only Memory (ROM) devices, programmable read only memory, and flash memory) or both.

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

The processor 124 is coupled to an input/output interface 950, for example via a bus, and the 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 of fig. 1 and other output devices 156. Input/output interfaces 950 can include a serial interface (e.g., 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.

The processor 124 is also coupled to the communication interface 118, for example via a bus. The communication interface 118 includes one or more wired interfaces (e.g., ethernet interfaces), one or more wireless interfaces conforming to IEEE 802.11 communication protocols, other wireless interfaces, optical interfaces, or other network interfaces. In the example shown in fig. 9, the communication interface 118 is coupled to a receiver 122 and a transmitter 120. However, in other embodiments, such as the example shown in fig. 1, the receiver 122 and the transmitter 120 are components of the communication interface 118 or are integrated within the communication interface 118.

Furthermore, the present disclosure includes embodiments according to the following clauses:

clause 1. A method of generating an aircraft display map, the method comprising: 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 navigational 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 navigational alert zone; and generating a display diagram (150) comprising: a map (152) representing a geographic area proximate the first and second aircraft, a first graphical feature (302) overlaying the map and representing the first aircraft, a second graphical feature (310B) overlaying the map and representing the second aircraft, and a third graphical feature (316) overlaying the map and indicating a scale of the navigational alert area relative to the geographic area proximate the first and second aircraft.

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

Clause 3 the method of clause 2, wherein the color-coded geometry has a first color when the remaining time of action for avoiding entry into the navigational alert zone has a first value, wherein the color-coded geometry has a second color when the remaining time of action for avoiding entry into the navigational alert zone has a second value, and wherein the first color is different than the second color and the first value is different than the second value.

Clause 4. The method of clause 1, wherein the display diagram further includes a time scale (338) indicating the estimated time until the first aircraft enters the navigational alert area.

Clause 5. The method of clause 1, wherein displaying the diagram further comprises: a ring (330) representing a compass, the ring centered around the first graphical feature; a heading indicator (304) indicating a heading of the first aircraft relative to the compass; and a first advice band (332) between the rings, the first advice band indicating a heading range associated with the navigational alert zone.

Clause 6. The method of clause 5, wherein the heading range is defined by a first heading and a second heading, and wherein displaying the diagram further comprises: a first digital value (334) indicative of a difference between the first heading and the estimated first flight path; and a second digital value (336) indicative of a 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 for a third aircraft; determining whether to change the heading of the first aircraft to fly along the modified first flight path (808) based on the modified first flight path and the estimated third flight path will result in a second expected split conflict condition; and determining a second heading range of the first aircraft that is predicted to result in a second expected split conflict condition, wherein the display further includes a second proposed band (318) defined by the second heading range and the ring shape.

Clause 8. The method of clause 1, wherein displaying the graph further comprises 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 estimating (824) a remaining action time based on the estimated first flight path, the estimated second flight path, a separation threshold (816) associated with the expected separation conflict condition, and a flight characteristic (144,826) of the first aircraft.

Clause 10. The method of clause 9, wherein the display diagram further includes a flag of remaining action time (342).

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

Clause 12 the method of clause 1, further comprising: receiving input identifying a waypoint (206) of a first aircraft; and generating an output suggesting that the pilot waypoint of the first aircraft is within the navigational alert zone based on determining that the waypoint is within the navigational alert 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 view further includes a graphical feature (362) representing at least one other aircraft remotely piloted from the remote pilot station.

Clause 15. An aircraft flight information system (104), comprising: at least one processor (124); and a memory (126) storing instructions (132), the instructions (132) being executable by the at least one processor to perform operations comprising: determining an estimated first flight path of the first aircraft; determining an estimated second flight path for a 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 navigational 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 navigational alert zone; and generating a display diagram, the display diagram comprising: a map representing a geographic area proximate the first and 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 a third graphical feature overlaying the map and indicating a scale of the navigational alert area relative to the geographic area proximate the first and 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 pilot to direct the first aircraft; and a communication interface (118) coupled to the at least one processor and configured to generate a command (116) based on the input and provide the command to the transmitter (120) to send the command to the first aircraft via wireless transmission.

Clause 17 the aircraft flight information system of clause 16, wherein the input comprises designating a waypoint for the first aircraft, and wherein the command is generated and sent to the first aircraft based on determining that the waypoint is not located in the navigational alert zone.

Clause 18 the aircraft flight information system of clause 15, wherein the operations further comprise: determining an estimated third flight path for a third aircraft; and comparing the plurality of modified first flight paths with the estimated third flight path 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 suggestion band that indicates a heading range of the plurality of modified first flight paths that results in the 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 the first aircraft; determining an estimated second flight path for a 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 navigational alert zone based on the estimated proximity indicating a predetermined separation conflict condition, wherein if the first aircraft flies into the navigational alert zone, an expected separation conflict condition is predicted to occur; and generating a display diagram, the display diagram comprising: the method includes representing a map defining a geographic area of the first aircraft and the second aircraft, overlaying the map and representing a first graphical feature of the first aircraft, overlaying the map and representing a second graphical feature of the second aircraft, and overlaying the map and indicating a third graphical feature of the navigational alert area relative to a scale defining the geographic area of the first aircraft and the second aircraft.

Clause 20. The non-transitory computer readable storage device of clause 19, wherein the third graphical feature comprises a color-coded geometry over a portion of the map, the color-coded geometry having a size, shape, and orientation corresponding to a boundary of the navigational alert zone, and the color-coded geometry having a color selected based on a remaining action time for avoiding entry into the navigational alert zone.

The illustrations of examples described herein are intended to provide a general understanding of the structure of various embodiments. These illustrations are not intended to serve as a complete description of all of the elements and features of apparatus and systems that utilize the structures or methods described herein. Many other embodiments will be apparent to those of skill in the art upon reading this disclosure. Other embodiments may be utilized and derived from the disclosure, such that structural and logical substitutions and changes may be made without departing from the scope of this 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 disclosure and figures are to be regarded as illustrative rather than restrictive.

Moreover, although specific examples have been illustrated and described herein, it should be appreciated that any subsequent arrangement designed to achieve the same or similar results may be substituted for the specific embodiments shown. This disclosure is intended to cover any and all subsequent adaptations or variations of various embodiments. Combinations of the above embodiments, and other embodiments not specifically described herein, will be apparent to those of skill in the art upon reviewing the present description.

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. In addition, in the foregoing detailed description, various features may be grouped together or described in a single embodiment for the purpose of streamlining the disclosure. The foregoing examples illustrate but do not limit the disclosure. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the present disclosure. As the following claims reflect, the claimed subject matter may be directed to less than all of the features of any of the disclosed examples. Accordingly, the scope of the disclosure is defined by the appended claims and equivalents thereof.

Claims

1. A method of generating an aircraft display map, the method comprising:

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 navigational 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 navigational alert zone;

Determining an estimated third flight path for a third aircraft;

determining, based on the modified first flight path and the estimated third flight path, whether changing a heading of the first aircraft to fly along the modified first flight path (808) would result in a second expected split conflict condition;

determining a second heading range of the first aircraft predicted to result in the second expected split conflict condition; and

generating a display map (150), the display map comprising:

a map (152) representing a geographic area proximate to the first aircraft and the second aircraft,

a first graphical feature (302) overlaying the map and representing the 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 a scale of the navigational alert area relative to the geographic area proximate the first aircraft and the second aircraft,

a ring (330) representing a compass, the ring centered around the first graphical feature,

a heading indicator (304) indicating a heading of the first aircraft relative to the compass,

a first advice band (332) between the rings, the first advice band indicating a heading range associated with the navigational alert zone, an

A second suggested band (318) defined by the second heading range and the ring shape.

2. The method of claim 1, wherein the third graphical feature comprises a color-coded geometry over a portion of the map, the color-coded geometry having a size, shape, and orientation corresponding to a boundary of the navigational alert area.

3. The method of claim 2, wherein the color-coded geometry has a first color when a remaining time of action for avoiding entry into the navigational alert zone has a first value, wherein the color-coded geometry has a second color when a remaining time of action for avoiding entry into the navigational alert zone has a second value, and wherein the first color is different than the second color and the first value is different than the second value.

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

5. The method of claim 1, wherein the heading range is defined by a first heading and a second heading, and wherein the display further comprises:

A first digital value (334) indicative of a difference between the first heading and the estimated first flight path; and

a second digital value (336) indicative of a difference between the second heading and the estimated first flight path.

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

7. The method of claim 1, further comprising estimating (824) a remaining action time based on the estimated first flight path, the estimated second flight path, a separation threshold (816) associated with the expected separation conflict condition, and a flight characteristic (144,826) of the first aircraft.

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 characteristic of the third graphical characteristic is 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 navigational alert zone, an output is generated suggesting that the waypoint is within the navigational alert zone for a pilot of the first aircraft.

11. The method of claim 1, wherein the first aircraft is remotely piloted 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 view further includes a graphical feature (362) representing at least one other aircraft remotely piloted from the remote pilot station.

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 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 for a 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 navigational 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 navigational alert zone;

determining an estimated third flight path for a third aircraft;

determining, based on the modified first flight path and the estimated third flight path, whether changing the heading of the first aircraft to fly along the modified first flight path would result in a second expected split conflict condition;

generating a display diagram, the display diagram comprising:

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,

a third graphical feature overlaying the map and indicating a scale of the navigational alert area relative to the geographic area proximate the first aircraft and the second aircraft,

representing a ring shape of the compass, said ring shape being centered around said first graphical feature,

A heading indicator indicating a heading of the first aircraft relative to the compass,

a first band of advice between the rings, the first band of advice indicating a range of heading associated with the navigational alert zone, an

A second suggested band, the second suggested band being defined by the second heading range and the ring shape.

14. A non-transitory computer-readable storage device storing instructions executable by a processor to perform 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 for a second aircraft;

determining an estimated third flight path for a third aircraft;

generating a display diagram, the display diagram comprising:

a map representing a geographic area defining the first aircraft and the second aircraft,

a third graphical feature overlaying the map and indicating a scale of the navigational alert area relative to the geographic area defining the first aircraft and the second aircraft,