WO1999004304A1 - Signal d'anticipation de virage destine a diriger des operations de roulement au sol - Google Patents

Signal d'anticipation de virage destine a diriger des operations de roulement au sol Download PDF

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Publication number
WO1999004304A1
WO1999004304A1 PCT/US1998/014177 US9814177W WO9904304A1 WO 1999004304 A1 WO1999004304 A1 WO 1999004304A1 US 9814177 W US9814177 W US 9814177W WO 9904304 A1 WO9904304 A1 WO 9904304A1
Authority
WO
WIPO (PCT)
Prior art keywords
turn
cue
anticipation
vehicle
display surface
Prior art date
Application number
PCT/US1998/014177
Other languages
English (en)
Inventor
Walter A. Johnson
Original Assignee
Flight Dynamics
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Flight Dynamics filed Critical Flight Dynamics
Publication of WO1999004304A1 publication Critical patent/WO1999004304A1/fr

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Classifications

    • G—PHYSICS
    • G02—OPTICS
    • G02B—OPTICAL ELEMENTS, SYSTEMS OR APPARATUS
    • G02B27/00—Optical systems or apparatus not provided for by any of the groups G02B1/00 - G02B26/00, G02B30/00
    • G02B27/01—Head-up displays
    • G02B27/0101—Head-up displays characterised by optical features
    • G—PHYSICS
    • G02—OPTICS
    • G02B—OPTICAL ELEMENTS, SYSTEMS OR APPARATUS
    • G02B27/00—Optical systems or apparatus not provided for by any of the groups G02B1/00 - G02B26/00, G02B30/00
    • G02B27/01—Head-up displays
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground
    • G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling
    • G—PHYSICS
    • G02—OPTICS
    • G02B—OPTICAL ELEMENTS, SYSTEMS OR APPARATUS
    • G02B27/00—Optical systems or apparatus not provided for by any of the groups G02B1/00 - G02B26/00, G02B30/00
    • G02B27/01—Head-up displays
    • G02B27/0179—Display position adjusting means not related to the information to be displayed
    • G02B2027/0187—Display position adjusting means not related to the information to be displayed slaved to motion of at least a part of the body of the user, e.g. head, eye

Definitions

  • the present invention relates to the visual display of guidance cues for observation by vehicle operators and, in particular, to the production and display of a turn anticipation cue for alerting a vehicle operator that the vehicle he or she is operating is approaching a turn from a current path of travel.
  • Head-up display (HUD) systems are currently used in aircraft to provide pilots with essential information superimposed onto their forward field of view through the aircraft windshield.
  • the information displayed is typically data or symbolic images indicative of flight conditions, such as the operating condition of the aircraft, environmental information, or guidance information.
  • HUD systems are also being designed for use in automobiles and other vehicles.
  • a light source emits a colored image carried by multiple wavelengths of light in response to signals generated by an image signal controller.
  • the light rays carrying the colored image propagate through a monochromatic relay lens to create an aberrated intermediate image.
  • the intermediate image has aberrations because the monochromatic design of the relay lens introduces longitudinal color aberrations into the different wavelengths of light passing through it.
  • a wavelength selective combiner reflects the aberrated intermediate image toward a pilot, who views the image as it is superimposed on an outside world scene in the same field of view.
  • the combiner is constructed to have multiple optical powers that correct for the aberrations introduced by the monochromatic relay lens and thereby presents to the pilot a correctly focused multi-colored final virtual image at or near optical infinity.
  • Guidance information displayed on a HUD combiner for observation by a pilot frequently includes symbology that represents position and attitude guidance for the aircraft during flight.
  • One example is a flare anticipation cue implemented in a Flight Dynamics Head-Up Guidance System that is certified by the Federal Aviation Administration for use on Boeing 737-300 aircraft.
  • the flare anticipation cue alerts the pilot several seconds before the aircraft reaches a flare initiation height and indicates to the pilot the pitch up rate required at the initial part of the flare.
  • An object of the invention is, therefore, to provide for use in low visibility weather conditions guidance to a pilot during aircraft taxi operations to and from an airport terminal.
  • An advantage of the invention is that it is implemented with the use of symbolic images displayed on a HUD system combiner.
  • the present invention is described by way of example with reference to aircraft head-up display systems and solves the problem of guiding an aircraft as it taxis to and from an airport terminal in low visibility weather conditions.
  • the present invention is the production and use of a turn anticipation cue that, together with a turn direction arrow, is displayed as a symbol on a HUD system combiner as part of aircraft roll-out on an active runway and taxi operations to and from an airport terminal.
  • the turn anticipation cue alerts the pilot that a turn from the current path of the aircraft is approaching within a predetermined time (e.g. , approximately six seconds) or distance. Display of the turn anticipation cue informs the pilot of an impending turn before the aircraft reaches the actual point on the runway or taxiway where the turn should be initiated.
  • Fig. 1 is a diagram of an aircraft head -up display system that includes an optical combiner on which the turn anticipation cue of the present invention is displayed.
  • Fig. 2 is plan view of the display system of Fig. 1 with the relay lens shown in schematic diagram form and the combiner shown in enlarged detail.
  • Fig. 3 is a diagrammatic illustration of a head-up display combiner showing exemplary aircraft guidance symbology including one position of a turn anticipation cue of the present invention.
  • Figs. 1 and 2 show a multi-color optical head-up display (“HUD") system 10 in which the present invention is preferably implemented and which is preferably installed in an aircraft.
  • System 10 includes an image source 12 that produces a multi-colored image carried by light rays 14 that propagate through a monochromatic relay lens 16 to create an intermediate image 18.
  • Image 18 is carried by light rays 14 that are reflected by a collimating combiner 20 to create a final image 22 (Fig. 1) that is viewed at the pilot's eye reference point 23.
  • Combiner 20 superimposes final virtual image 22 at or near optical infinity on an outside world scene (not shown) that the pilot sees through a windshield 24.
  • Image source 12 is preferably a cathode-ray tube that emits a multi-colored image that includes a green component 26 carried by multiple wavelengths of light in the range of about 540-560 nanometers (nm) and a red component 28 carried by multiple wavelengths of lights in the range of about 610-640 nm.
  • multi-colored image 14 could include a third, e.g. , blue, component carried by multiple wavelengths of light in the range of about 470-500 nm.
  • Other colors of light may also be used.
  • Image source 12 emits the color components of multi-colored image 14 in a conventional field sequential manner so that the color components are laterally color corrected as they propagate generally along a light path 32 (indicated by dash lines) toward relay lens 16.
  • Relay lens 16 transfers the image produced by image source 12 to combiner 20.
  • Relay lens 16 preferably is a conventional monochromatic lens array configured to transfer a single color of light having a range of wavelengths centered at about 544 nm ( . e. , green light) that is typically produced by a cathode-ray tube constructed with a P43 phosphor.
  • Monochromatic lens 16 includes between five and twelve, and typically nine, optical lens elements that cooperate to form a focused, single-color intermediate image.
  • Lens elements 34, 36, 38, 40, 42, 44, 46, 48, and 50 each have specially configured curved surfaces and thicknesses that cooperate to bend the single-colored light as it propagates through relay lens 16.
  • the radii of the curved surfaces and the thicknesses of the lens elements can be determined by a person sufficiently skilled to use a commercially available ray trace program such as the Code V or Super Oslo software analysis and design program.
  • the multiple colors of light carried by green light rays 26 and red light rays 28 emitted by light source 12 propagate through monochromatic relay lens 16 and are bent along different light paths so that intermediate image 18 can be described as being unfocused and having longitudinal color aberrations.
  • Intermediate image 18 is reflected and refracted by collimating combiner 20 to create final virtual image 22 (Fig. 1) that has an image point approximately at infinity for each wavelength of light that the pilot views from eye reference point
  • combiner 20 includes multiple substrates 80 and 88 and multiple wavelength selective reflective coatings 96 and 98, as described in U.S. Patent No. 5,710,668.
  • FIG. 3 shows combiner 20 displaying exemplary aircraft guidance symbology including one position of a turn anticipation cue 100, which is shown in the form of a " + " sign, as the aircraft approaches a runway exit.
  • an airport runway scene 102 includes a runway 104 defined by side boundary lines 106 and 108 converging toward optical infinity at a horizon line 110 with vertical compass location markers 112.
  • a high-speed exit or taxiway 120 defined by side boundary lines 122 and 124 and converging toward the upper portion of the left- hand side of combiner 20 is accessible by a left turn off of runway 104.
  • Edge cones 126 mark the locations of the side boundaries of runway 104, and edge cones 128 with top-mounted flags mark the locations of the side boundaries of taxiway 120.
  • Turn edge cones 130 delineate the edge of the path of travel the aircraft is to follow when making the left turn onto taxiway 120.
  • An inverted triangle 132 located at the point of convergence of side boundary lines 106 and 108 of runway
  • a triangle 134 with a vertical line 136 extending down from the middle of the bottom side represents the selected course "dialed in” by the pilot.
  • a vertical line 138 represents lateral deviation from the runway centerline. The reference location for lateral deviations is vertical line 136.
  • the " >” symbol represents aircraft acceleration or deceleration as the " > " symbol moves vertically relative to the ground reference symbol defined below.
  • the alphanumeric characters "GS 60" represent an aircraft ground speed of 60 knots. As the aircraft approaches taxiway 120, the pilot sees on combiner 20 the relative position of a ground guidance cue 140 to a ground reference symbol 142.
  • Ground guidance cue 140 represents a command of an incremental change, if any, in the current turn rate of the aircraft, and ground reference symbol 142 represents the current location and direction of the aircraft.
  • Ground reference symbol 142 is approximately stationary relative to combiner 20.
  • the location of ground reference symbol 142 is, for all practical purposes, fixed near the bottom of the display and centered left to right.
  • the position of ground guidance cue 140 is governed by the current value of the calculated error in turn rate, as defined by the control law equations used in an onboard computer for ground guidance and, as stated above, is positioned relative to ground reference symbol 142.
  • the lateral distance from ground reference symbol 142 to ground guidance cue 140, as displayed on combiner 20, is a turn rate command the pilot uses in maneuvering the aircraft on the ground.
  • the position of turn anticipation cue 100 on combiner 20 is dependent on a computed time-to-go to a turn initiation point and on a computed turn rate required to negotiate the impending turn.
  • the time-to-go equals the distance-to-go to reach the turn initiation point divided by the aircraft ground speed.
  • the time-to-go to the turn initiation point is determined by means of sensors on the aircraft that acquire position and speed information provided by a Global Positioning System (GPS) or a Differential Global Positioning System (DGPS), and a data base providing information defining the locations of runways, taxiway s, and transition paths and the distances from one to another at the airport being used.
  • GPS Global Positioning System
  • DGPS Differential Global Positioning System
  • the initial position of turn anticipation cue 100 on combiner 20 is determined by scaling a computed value of the turn rate required for the aircraft to follow a desired path on the ground during the impending turn. This computed value of turn rate is dependent on the ground speed of the aircraft and the radius of the turn to be executed and equals the aircraft ground speed divided by the turn radius.
  • Turn anticipation cue 100 is first displayed on combiner 20 when the computed time-to-go for arrival at the turn initiation point is approximately six seconds. When it first appears on combiner 20, turn anticipation cue 100 remains in approximately a fixed position and is flashed at a rate of about two flashes per second for a duration of about three seconds. Flashing turn anticipation cue 100 alerts the pilot that an impending turn is fewer than about six seconds away. Thereafter, turn anticipation cue 100 is displayed without flashing as it moves at an approximately steady rate toward ground reference symbol 142. Turn anticipation cue 100 intercepts ground reference symbol 142 when the aircraft reaches the turn initiation point. Turn anticipation cue 100 gives the pilot an indication of the rate of movement of ground guidance cue 140 to be expected just after the turn initiation point is reached.
  • Turn anticipation cue 100 first appears in a location that is away from the center of the display in a direction that is opposite to the direction of the impending turn.
  • Turn anticipation cue 100 moves in the direction of the impending turn at an approximately uniform rate as it progresses toward the ground reference symbol 142, which is approximately horizontal motion in the center of the display.
  • the rate of motion of turn anticipation cue 100 is computed to cause it to intercept ground reference symbol 142 at the time the aircraft reaches the turn initiation point. This is designed to be about three seconds from the time it starts moving toward ground reference symbol 142.
  • the rate of motion is, therefore, greater if the initial position is farther from ground reference symbol 142 because the time to reach ground reference symbol 142 is the same, irrespective of the aircraft speed or turn characteristics.
  • turn anticipation cue 100 first appears to the right of ground reference symbol 142 and remains in its initial location while flashing for about three seconds. Turn anticipation cue 100 then moves to the left to intercept ground reference symbol 142 at the instant the turn should be initiated. This takes about an additional three seconds. Turn anticipation cue 100 is preferably blanked from display on combiner
  • turn anticipation cue 100 reaches the turn initiation point.
  • a turn direction arrow 144 also appears on the HUD at the same time as turn anticipation cue 100 appears.
  • Turn direction arrow 144 is located on the same side of combiner 20 as the initial position of turn anticipation cue 100, and points in the direction of the impending turn. Thus, initially, the display of turn anticipation cue 100 and arrow
  • the aircraft onboard computer determines distance-to-go to the next turn. This determination is dependent on information provided by two processing systems.
  • the first is the DGPS, which determines aircraft position expressed in latitude and longitude
  • the second is an airport data base residing in the aircraft onboard computer, which includes a precise latitude and longitude mapping of all taxiway and runway edges and centerlines and permanent structures at the airport.
  • the DGPS is used to reduce errors in position and velocity that arise from using the current basic GPS signals.
  • a DGPS installation typically uses a nearby ground station to supplement a basic GPS system in the following way. The ground station knows its own latitude and longitude very precisely, but it continually computes its location by processing the GPS signals it receives. At any given time, the difference between its known location and the location it determines from the
  • GPS signals is the current error in the GPS solution for position.
  • the ground station continually transmits by radio this current error to users of the DGPS system, to allow each of them to correct the calculation of the user's own position. This results in every user having a very accurate estimate of its own position. Knowing the current aircraft position and the location of the start of the next turn allows the onboard computer system to compute the distance-to-go to the next turn.
  • the onboard computer system includes storage sites to store its current taxi clearance in the computer system to allow the system to display the taxi path the aircraft is "cleared" to follow.
  • the present invention can be implemented on a standard HUD system of monochromatic design or a head-down display. Moreover, the present invention need not be implemented on a wide field of view HUD but can be implemented on a narrow field of view HUD, which has a planar combiner. The scope of the invention should, therefore, be determined only by the following claims.

Abstract

On décrit un signal d'anticipation de virage (100) qui s'affiche sous la forme d'un symbole sur une optique de mélange (20) d'un système (10) de collimateur de pilotage (HUD), en tant qu'élément d'une procédure de roulement au sol sur une piste en service ou d'opérations de circulation à la surface vers ou à partir d'un aérogare. Le signal d'anticipation de virage avertit le pilote qu'un virage sur le trajet actuel de l'aéronef approche et sera atteint à un moment ou une distance préétablie. L'affichage du signal d'anticipation de virage informe le pilote d'un virage imminent avant que l'aéronef n'ait atteint le point réel sur la piste ou la voie de circulation (120) où le virage est sensé être amorcé. Le moment opportun auquel doit s'amorcer un virage à effectuer est clairement indiqué au pilote grâce à un mouvement du signal d'anticipation de virage vers un symbole de référence au sol (142) affiché sur l'optique de mélange, ledit symbole représentant l'emplacement et le cap actuels de l'aéronef. La magnitude de la rotation de cap imminente imposée est également clairement indiquée au pilote par le mouvement du signal d'anticipation de virage sur l'optique de mélange. La direction de virage est indiquée par la direction de déplacement du signal d'anticipation de virage et par une flèche (144) pointant dans la direction du virage.
PCT/US1998/014177 1997-07-14 1998-07-10 Signal d'anticipation de virage destine a diriger des operations de roulement au sol WO1999004304A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US5251497P 1997-07-14 1997-07-14
US60/052,514 1997-07-14

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2866960A1 (fr) * 2004-02-27 2005-09-02 Thales Sa Dispositif optoelectronique securise d'aide au roulage pour aeronef
WO2007006762A2 (fr) * 2005-07-08 2007-01-18 Thales Dispositif optoelectronique d'aide au roulage pour aeronef comportant une symbologie dediee
FR2906897A1 (fr) * 2006-10-10 2008-04-11 Thales Sa Dispositif optoelectronique d'aide au guidage et au roulage sur piste pour aeronef comportant une symbologie dediee
US8635009B2 (en) 2011-06-10 2014-01-21 Thales Method for creation of a taxiing route over an airport area and associated device
EP3816969A1 (fr) * 2019-11-01 2021-05-05 Honeywell International Inc. Système et procédé permettant de calculer un virage pour rejoindre une piste derrière un avion précédent tout en maintenant un intervalle d'espacement spécifié
US11106329B2 (en) 2015-09-18 2021-08-31 Honeywell International Inc. Flight deck display systems and methods for generating cockpit displays including dynamic taxi turnoff icons
US11749127B2 (en) 2020-08-31 2023-09-05 Honeywell International Inc. System and method to provide progressive taxi instructions and alerts on cockpit display

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4278142A (en) * 1978-05-08 1981-07-14 Agency Of Industrial Science And Technology Automatic guidance system for vehicles
US5115398A (en) * 1989-07-04 1992-05-19 U.S. Philips Corp. Method of displaying navigation data for a vehicle in an image of the vehicle environment, a navigation system for performing the method, and a vehicle comprising a navigation system
US5442349A (en) * 1992-10-12 1995-08-15 Masprodenkoh Kabushikikaisha Navigation system with route determination process capable of determining a desired route readily and quickly

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4278142A (en) * 1978-05-08 1981-07-14 Agency Of Industrial Science And Technology Automatic guidance system for vehicles
US5115398A (en) * 1989-07-04 1992-05-19 U.S. Philips Corp. Method of displaying navigation data for a vehicle in an image of the vehicle environment, a navigation system for performing the method, and a vehicle comprising a navigation system
US5442349A (en) * 1992-10-12 1995-08-15 Masprodenkoh Kabushikikaisha Navigation system with route determination process capable of determining a desired route readily and quickly

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2866960A1 (fr) * 2004-02-27 2005-09-02 Thales Sa Dispositif optoelectronique securise d'aide au roulage pour aeronef
WO2005093374A1 (fr) * 2004-02-27 2005-10-06 Thales Dispositif optoelectronique securise d’aide au roulage pour aeronef
US7844392B2 (en) 2004-02-27 2010-11-30 Thales Optoelectronic taxi-assistance safety device for aircraft
WO2007006762A2 (fr) * 2005-07-08 2007-01-18 Thales Dispositif optoelectronique d'aide au roulage pour aeronef comportant une symbologie dediee
WO2007006762A3 (fr) * 2005-07-08 2007-05-10 Thales Sa Dispositif optoelectronique d'aide au roulage pour aeronef comportant une symbologie dediee
FR2906897A1 (fr) * 2006-10-10 2008-04-11 Thales Sa Dispositif optoelectronique d'aide au guidage et au roulage sur piste pour aeronef comportant une symbologie dediee
WO2008043763A1 (fr) * 2006-10-10 2008-04-17 Thales Dispositif optoelectronique d'aide au guidage et au roulage sur piste pour aeronef comportant une symbologie dediee
US8125352B2 (en) 2006-10-10 2012-02-28 Thales Guiding and taxiing assistance optoelectronic device for an aircraft having a dedicated symbology
US8635009B2 (en) 2011-06-10 2014-01-21 Thales Method for creation of a taxiing route over an airport area and associated device
US11106329B2 (en) 2015-09-18 2021-08-31 Honeywell International Inc. Flight deck display systems and methods for generating cockpit displays including dynamic taxi turnoff icons
EP3816969A1 (fr) * 2019-11-01 2021-05-05 Honeywell International Inc. Système et procédé permettant de calculer un virage pour rejoindre une piste derrière un avion précédent tout en maintenant un intervalle d'espacement spécifié
US11749127B2 (en) 2020-08-31 2023-09-05 Honeywell International Inc. System and method to provide progressive taxi instructions and alerts on cockpit display

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