Aircraft capability and hazard zone interface and method

AIRCRAFT CAPABILITY AND HAZARD
ZONE INTERFACE AND METHOD

BACKGROUND

5

In conventional aircraft interface systems, it is commonplace to use an energy-based guidance cue on an attitude display. The attitude display may be provided on a heads-up guidance system or on a heads-down display. The use of an energy-based cue helps the pilot guide the aircraft on a speci- 10 fied target flight path. Energy-based guidance systems have been successfully implemented by providing a target cue and an indication of the current energy vector of the aircraft. The objective for the pilot is to maintain the current energy vector over the target vector and to maintain such a state to achieve 15 on-track performance of the aircraft.

Conventional energy-based guidance systems, however, are confined to the use of an energy-based target and a current energy vector cue to maintain on-track performance but do not provide any indication for an aircraft capability zone 20 and/or for the introduction of any other types of hazard information on the display.

Accordingly, there is a need for an energy-based guidance system and method which may include aircraft capability zone information and/or other hazard information on the dis- 25 play. Further, there is a need for such displays provided in aircraft and in other vehicles or situations in which guidance of an object by a user is desired.

It would be desirable to provide a system and/or method that provides one or more of these or other advantageous 30 features. Other features and advantages will be made apparent from the present specification. The teachings disclosed extend to those embodiments which fall within the scope of the appended claims, regardless of whether they accomplish one or more of the aforementioned needs. 35

SUMMARY

An example of the invention relates to a vehicle operator interface. The vehicle operator interface comprises a visual 40 display device. A first indicator is on the display representative of a vehicle target energy vector. A second indicator is on the display representative of a vehicle energy vector. A third indicator is on the display representative of a vehicle capability zone. 45

Another example of the invention relates to a cockpit display system. The cockpit display system comprises a display. The cockpit display system also comprises a processing system coupled to the display and having a plurality of inputs. A first input to the processing system comprises a signal repre- 50 sentative of the aircraft velocity. A second input to the processing system comprises a signal representative of the aircraft attitude. A first indicator on the display is representative of an aircraft target energy vector. A second indicator on the display is representative of an aircraft energy vector, the air- 55 craft energy vector based on the aircraft velocity and the aircraft attitude. A third indicator is on the display representative of an aircraft capability zone.

Another example of the invention relates to a method of providing a capability zone for a vehicle. The method com- 60 prises receiving inputs from a plurality of sensors on the vehicle. The method also includes calculating a capability zone. Further, the method includes rendering a graphical depiction of the capability zone on a display.

Alternative examples and other exemplary embodiments 65 relate to other features and combinations of features as may be generally recited in the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will become more fully understood from the following detailed description, taken in conjunction with the accompanying drawings, wherein like reference numerals refer to like elements, in which:

FIG. 1 is a graphical depiction of an exemplary attitude indicator showing an energy-based guidance system having hazards and in an aircraft capability zone; and

FIG. 2 is an exemplary depiction of a block diagram of the system implemented in FIG. 1 showing the inputs to a processing system.

DETAILED DESCRIPTION OF PREFERRED
AND EXEMPLARY EMBODIMENTS

With regard to FIG. 1, FIG. 1 depicts an exemplary attitude indicator 100 which may be a part of a primary flight display (PFD) or a part of any other display in an aircraft cockpit or other vehicle. The interface described is not limited to being displayed on an attitude indicator display, but may be included on any of a variety of other types of displays. On a conventional attitude indicator, air speed may also be indicated along with altitude. Also conventionally, the upper region 105 represents sky with the bottom region 106 representing earth and the line 108 representative of the horizon line. Different regions of the display and different symbols on the display may be provided with various and different colors and/or line thicknesses.

Conventionally, it is important for an aircraft pilot to fly the airplane in a zone in which hazards are not encountered and in which the aircraft is capable of flying without losing control, and/or lift. Accordingly, an aircraft should be controlled within a region of limited performance capabilities. Thus, for example, if you pull the nose of the aircraft up too high, you may not have enough thrust, and you may stall the airplane, in other words, lose lift for the aircraft. Also, in another example, if you push the nose too low, you may approach speeds at which the aircraft was not designed, and aerodynamic and acceleration induced forces on the aircraft may damage the aircraft. Similarly, dangerous flight regimes may be caused if the aircraft is banked too hard to the right or to the left. Thus, it is important for an aircraft pilot to keep the aircraft within its normal energy state. In the exemplary interface 100 depicted, line 110, exemplifies a region of normal energy state for the aircraft or an aircraft capability zone. The aircraft capability zone is representative of a region in which the energy state of the aircraft, if located therein will perform in a normal manner. The aircraft capability zone is represented by a polygon, or other closed shape.

In an exemplary embodiment, it is desirable to place an energy target 115 on the display. Energy target 115 is an indication of the desired energy state for the aircraft to follow a specified flight plan. In order to maintain the energy target 115, an energy-based cue 120 is preferably positioned over the location of energy target 115. This is done by manipulation of controls of the aircraft. The energy-based cue 120 is a pictorial representation of the current energy vector for the aircraft. The calculation of the energy vector is well known to those of ordinary skill in the art. The use of an energy target and an energy-based cue are also well known in the art and have been generally used to maintain an aircraft along a pre-programmed flight path. However, the introduction of a capability zone 110 has not previously been provided on an aircraft display in combination with an energy-based cue and an energy target.