Abstract:
Methods and apparatus are provided for generating an integrated vertical situation display. The method comprises generating a profile view frame, producing a first profile view of a first track of the vehicle in the profile view frame beginning at about a current position of the vehicle and ending at about a predetermined location, and extending a second profile view of a second track of the vehicle from about the predetermined location. The apparatus comprises a display configured to display a profile view frame and a specially configured processor coupled to the display. The processor is configured to produce a first profile view relating to a first track of the vehicle beginning at about a current position of the vehicle and ending at a predetermined location, and generate a second profile view relating to a second track of the vehicle extending from about the predetermined location.

Description:
TECHNICAL FIELD 
   The present invention generally relates to aircraft flight deck displays, and more particularly relates to a vertical situation display. 
   BACKGROUND 
   Aircraft pilots us information about local terrain or man-made obstacles during flight. Current vertical situation displays provide some of the needed information in a profile view. The profile view generally has a frame including a vertical axis showing altitude and a horizontal axis which may show distance along track. An aircraft icon is typically located near the vertical axis and a line representing a vertical flight profile of the aircraft is extended from the aircraft icon. Two such vertical flight profile views of the aircraft are known: a current-track profile and a planned-track profile. 
     FIG. 1  shows a diagram of a prior art vertical situation display (VSD)  351  that is configured to produce one of the current-track profile and the planned-track profile and a related lateral situation display  353  is shown in FIG.  2 . Referring to FIG.  1  and  FIG. 2 , VSD  351  includes a profile view frame  290  having a vertical axis  222  and/or a horizontal axis  232 . Axis  222  and  232  may be graduated and scaled for altitude and distance, respectively. Aircraft icon  208  conventionally remains horizontally stationary but may tilt to show an assent or descent. The current track profile  212 , which is a projection of the current flight path  213  onto a vertical plane, is shown in relation to obstacles  312  and  304 , which may be buildings, terrain features, or even restricted flight zones within a swath  320  of the current flight path  213  of the aircraft as shown in FIG.  2 . Obstacles need not impinge upon the current track profile  212  to be shown on the VSD  351 . The width of the swath  320  may vary according to flight safety rules, depending upon the airspace in which aircraft is flying. 
   Lateral display  353  shows the current flight path  213 , also referred to as the current track, which is a view of the flight path of the aircraft in a horizontal plane. The aircraft is represented by icon  208  and the related swath  320  containing vertical obstacles  312  and  304 . Lateral display  353  also shows a planned track  214  related to a flight plan of the aircraft. The planned track  214  has multiple waypoints  316 - 318 , which may be points at which the aircraft turns. The planned track  214  has vertical obstacles  306  and  308 . Even when the pilot desires to turn the aircraft represented by icon  208  from the current track  213  onto the planned track  214 , the vertical obstacles  306  and  308  in the planned track  214  are not displayed on the VSD  351  in a current track view. VSD  351  only presents the vertical obstacles  304  and  312  in the current track  213  as shown in FIG.  1 . 
   Conversely, if a pilot selects a planned track view as shown in FIG.  3  and  FIG. 4 , vertical obstacles  304  and  312  in the current track  213  are not displayed on the VSD  451 , and the VSD  451  only presents the vertical obstacles  306  and  308  in the planned track. 
   Having only one type of vertical situation display at a time involves efforts of the pilot in assimilating information related to the current track view and the planned track view. However, as displays have continued to advance in sophistication and have achieved increasingly higher levels of information, methods and apparatus are sought to reduce the efforts of the pilot in assimilating aircraft information, including the vertical situation of the aircraft. Accordingly, methods and apparatus are sought to reduce the effort associated with assimilating separate and independent presentations of the current track and the planned track in the VSD. 
   Accordingly, it is desirable to condense and simplify displayed vertical situation information. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
   BRIEF SUMMARY 
   A method of displaying a vertical situation of a vehicle comprising the step of generating one profile view frame in which begins a first vertical profile view of a first track of the vehicle at about a point in the profile view frame indicative of a current position of the vehicle. The first vertical profile view ends at about a point in the profile view frame indicative of a predetermined location and a second vertical profile view of a second track of the vehicle extends from about the point in the profile view frame indicative of the predetermined location. The first track is a current track and the; second track is a planned track. 
   An apparatus for displaying a vertical situation of a vehicle, the apparatus configured to generate a visual representation of the vertical situation of the vehicle. The apparatus comprising a display and a processor that is configured to at least partially control the display during presentation of the vertical situation of the vehicle, said processor configured to at least partially control the display to generate one profile view frame, begin a first vertical profile view of a first track of the vehicle at about a point in the profile view frame indicative of a current position of the vehicle, end said first vertical profile view of the current track at about a point in the profile view frame indicative of a predetermined location, and extend a second vertical profile view of a planned track of the vehicle from about the point in the profile view frame indicative of the predetermined location. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements; 
       FIG. 1  is a diagram of a prior art display scheme showing a profile view for a current track 
       FIG. 2  is a diagram of a prior art display scheme showing a lateral view for a current track; 
       FIG. 3  is a diagram of a prior art display scheme showing a profile view for a planned track; 
       FIG. 4  is a diagram of a prior art display scheme showing a lateral view for a planned track; 
       FIG. 5  is a diagram of an exemplary integrated vertical situation display showing a profile view for a current track integrated with a planned track; 
       FIG. 6  is a diagram of an exemplary integrated vertical situation display showing a lateral view for a current track integrated with a planned track; 
       FIG. 7  is a block diagram of an exemplary apparatus for producing an integrated vertical situation display; 
       FIG. 8  illustrates an exemplary multifunctional flight display with an exemplary integrated vertical situation display; and 
       FIG. 9  is a flowchart of an exemplary method of producing an integrated vertical situation display. 
   

   DETAILED DESCRIPTION 
   The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. Moreover, while the detailed description is directed to an aircraft, the present invention is applicable to other land, water, air or space vehicles and non-vehicle applications. For example, the present invention is applicable to simulators, video games, and laptop and desktop computers that utilize a display for visual presentation of vertical situations. 
   Referring to FIG.  5  and  FIG. 6 ,  FIG. 5  shows an exemplary embodiment of an integrated VSD  551 . A profile view  212  of the current track  213  is shown up to predetermined location  206 , along with the vertical obstacle  304  within swath  520  up to the predetermined location  206 . Extending beyond predetermined location  206  is a profile view  215  of planned track  214  and the vertical obstacles  306  and  308  within swath  502  up to the limit of the planned track  214  or the range setting of the VSD  551 , whichever is less. The predetermined location  206  has an icon  207 , which may be a vertical line  207 , as shown. Other icons  207  are contemplated, including a first color for current track profile  212  and a second color for planned track profile  215  and its way points. Vertical obstacles, such as  304 ,  306 , and  308 , which are within a swath  520  or  502  as shown in  FIG. 6 , are displayed in VSD  531  for the respective portions of current track  213  and planned track  214  displayed. 
     FIG. 7  depicts an apparatus  720  for displaying an integrated vertical situation display (VSD)  722  of an aircraft (not shown) according to a preferred exemplary embodiment of the present invention. The apparatus  720  includes a display  724  that is configured to produce a visual representation of the vehicle vertical situation  722 . The display  724  can be any current and future display that is suitable for producing a visual representation of the vertical situation  722 . For example, the display  724  can be a color Cathode Ray Tube display (CRT), monochrome CRT display, Liquid, Crystal Display (LCD), plasma display, Flat-Panel Display (FPD), electro-luminescent display, vacuum fluorescent display, Heads-Up, Display (HUD), Heads-Down Display (HDD), Helmet Mounted Display (HMD), Light Emitting Diode (LED) display or the like. Display  724  may be an interactive display, such as a touch-screen display or a light-pen display. Display  724  may present a multifunctional display  200  (FIG.  8 ), including VSD  722  and lateral display  728 , to provide visual feedback  736  to pilot  734 . 
   In addition to the display  724 , the apparatus  720  has a processor  726  in operable communication with the display  724 . The processor  726  is configured to at least partially control the display  724  during production of the visual representation of the vertical situation  722 . The processor  726  preferably encompasses one or more functional blocks and can include any number of individual microprocessors, memories, storage devices, interface cards, and other processor components. Processor  726  may be in operable communication with various sources of data, such as memory  712  and navigation system  702 . As used herein, memory shall mean any type of memory capable of operable communication with the processor  726 . For example and without limitation, memory  712  may include RAM, CD-ROM, memory card, memory stick, disk storage, DVD, and the like, as well as any combination of same. In one embodiment, memory  712  may be primarily dedicated to display functions. 
   The data to be processed and/or displayed may originate in the navigation system  702 , which may have an autonomous navigator  704 . Autonomous navigator  704  may be an autopilot, a flight management system (FMS), or other autonomous navigation system used on a ship, submarine, aircraft, wheeled vehicle, and other vehicles using navigation. For the present exemplary embodiment  720 , an autonomous navigator  704  for an aircraft is depicted. The autonomous navigator  704  may include a lateral navigation section  706  and a vertical navigation section  708 . In some embodiments, the sections  706  and  708  may not be separate. Lateral navigation  706  provides navigation in a plane generally perpendicular to a ray between the aircraft and the center of the Earth, or lateral plane. A visual representation  728  of lateral navigation information is provided by processor  726  on display  724 . A visual representation  722  of vertical navigation information, the VSD  722 , is also provided by processor  726  on display  724 . Vertical navigation  708  provides navigation between various flight points generally along the ray between the aircraft and the center of the Earth. Autonomous navigator  704  may have operable access to a memory  714  for terrain data bases, air navigation charts, and similar navigation data. In some embodiments, memory  714  and  712  may be the same memory. 
   Referring additionally to  FIG. 8 , the processor  726  is configured to at least partially control the display  724  such that the visual representation  722  of the vertical situation has a vertical profile view  212  of a current track  213  of the aircraft that begins at about a current position  224  of the vehicle and ends at about a predetermined location  206 . As used herein, current track  213  shall mean a path aligned with the current true heading of the vehicle and extending substantially in the direction of motion. The true heading is the horizontal component of the vehicle velocity vector. The processor  726  is also configured to at least partially control the display such that the VSD  722  has a profile view  215  of a planned track  214  of the vehicle that extends from about the predetermined location  206 . The vertical profile views  212  and  215  of both the current track  213  and the planned track  214 , respectively, share a common profile view frame  290  having a common vertical axis  222  and a common horizontal axis  232 . As used herein, planned track shall mean a path following a planned route of travel. A vehicle may have a planned track  214 , which can be a navigation planned track  214 , stored in an autonomous navigator  704  as, inter alia, a sequence of waypoints. 
     FIG. 8  also shows the exemplary embodiment of an integrated VSD  722  made part of multifunctional flight display  200 . Multifunctional flight display  200  includes lateral display  728  and integrated VSD  722 . Compass  210  indicates that the aircraft represented by icon  208  has a current track  212  with a heading of 10 degrees. The current track  212  intersects a first waypoint  216  of a planned track  214  just beyond the 50-mile range marker  204 . The planned track  214  has a vertical guidance component for climbing above vertical obstacle  202  and then descending back to the original altitude, as shown by vertical profile  215 . VSD altitude scale  222  shows the aircraft at about 12,000 feet. VSD  722  enables the pilot to see with one glance all of the vertical obstacles in the portions of the combined current track profile  212  and the planned track profile  215  where the aircraft may eventually be navigating. 
   When no navigation plan is stored in autonomous navigator  702  or if the autonomous navigator  702  is turned off, VSD  722  may display only the current track  212 . If a flight plan is stored in an energized autonomous navigator  702  but is not within range of the current track  212  as displayed, VSD  722  may display only the current track  212 . If a flight plan is stored in an energized autonomous navigator  702  and some portion of that flight plan is within the range of the current track  212  as displayed, then at least portions of the current track profile  212  and of the planned track profile  215  may be displayed in integrated VSD  722 . If the aircraft is in the planned track  214  then VSD  722  may display only planned track profile  215 . If the aircraft is in the planned track  214  and near the end of planned track  214 , VSD  722  may display planned track profile  215  up to another predetermined location  206  near the end point of the planned track  214 , and may display a projected current track profile  212  extending therefrom, based on the expected heading at the end of the planned track  214 . For example, an aircraft may fly a current track  213  into a planned track  214  covering a short stretch of tightly-controlled, airspace, and then fly a second current track  212  upon exiting the flight plan. In this example, the VSD  722  may display a first predetermined location  206  relating to the entry point of the planned track profile  215  and a second predetermined location  206  relating to the exit from the planned track profile  215 . 
   In an embodiment, the VSD  722  may be manually switched between current track profile  212 , planned track profile  215 , and a combined display using switch  732 . For example, if the pilot  734  wished to view a planned track profile  215  that was not yet in range of the current display, the pilot  734  may switch to planned track mode using input device  732  to view it. In an embodiment, switching to planned track profile  215  with no planned track  214  in range may automatically produce a range scale adjustment that will include an otherwise out-of-range planned track profile  215 . The scales of the lateral display  728  and the VSD  722  are typically linked by a constant proportion, usually unity. In a particular embodiment, input device  732  may be part of a touch-screen display  724 , and the switch may be a software device. 
   Each predetermined location  206  is preferably identified with a visual indicator  207  in VSD  722 , which may be a vertical line designator  207  as shown in FIG.  2 . However, other designators  207  are contemplated, including a first color for current track  212  and a second color for planned track  214 . The predetermined location  206  can be associated with any number of locations associated with the planned track or the current track or the planned track and the current track. In certain embodiments, predetermined location  206  may be a location at which the autonomous navigator  704 , or autopilot  704 , is predicted to engage under the command of the operator  734 . For example, the point at which lateral guidance  706  determines that the aircraft should begin to follow the planned track  214  or begin altering course to follow the planned track  214  may be predetermined location  206 . However, other factors can solely influence the predetermined location  206  or influence the predetermined location  206  in combination with other factors. For example and without limitation, restricted flight zones, noise abatement procedures, and maneuvering limitations of the aircraft may be used in determining the predetermined location  206 . 
     FIG. 9  shows a flowchart of an exemplary method  900  of producing an integrated VSD  722 . The method  900  begins with power up at step  901 . If step  902  determines that the autopilot  704  is not on, then the method produces only a current track profile  212  view in VSD  722  in step  910 . Until the autopilot  704  is turned on, the method  900  may continue to loop through the process of producing a current track profile  212  view in VSD  722  in step  910 . When the autopilot  704  is energized, step  904  determines if a flight plan has been loaded, or otherwise been designated as an active flight plan. If no flight plan is active, then method  900  may continue to loop through the process of producing a current track profile  212  view in VSD  722  in step  910 . 
   If step  904  determines that there is an active flight plan, step  905  determines if lateral guidance is engaged. Lateral guidance engages when the aircraft is within a predetermined distance of a planned track  214  to give the pilot  734  indications of where to fly the aircraft to intercept the planned track  214 . If lateral guidance is determined to be engaged in step  905 , step  905  determines if the autopilot is engaged. If both lateral guidance and the autopilot are determined to be engaged, step  914  produces an integrated VSD  722 . If the autopilot is determined not to be engaged in step  907 , step  910  produces a current track VSD. If lateral guidance is not determined to be engaged in step  905 , step  906  determines if the aircraft is presently flying by autopilot  704  along the navigation planned track  214 , as indicated by the autopilot  704  being engaged. If the autopilot  704  is engaged, process  900  produces a planned track profile  215  ( FIG. 5 ) view in VSD  722  in step  908 , and continues to do so until the autopilot  704  disengages. If the autopilot is not engaged, then step  912  determines whether an intersection between the current track  213  and the navigation planned track  214  will occur within the range currently set for the display. If a point of intersection is not within range, the method  900  may continue to loop through the process of producing a current track profile  212  view in VSD  722  in step  910 . If an intersection between the current track  213  and the navigation planned track  214  is within range, then step  914  produces an integrated VSD  722 . Step  914  includes step  916 , which is the step of determining the intercept point of the current track  213  and the navigation planned track  214  in the lateral plane. In some embodiments, an altitude match may also be required. Note that step  916  may be performed as part of step  912 , and that repetition of the calculation may not be required. 
   In step  918 , a VSD  722  profile view frame  290  ( FIG. 8 ) with its horizontal and vertical axes  222  and  232  may be produced on a display screen  724 . The display screen  724  may be a dedicated screen or part of a multifunctional flight display or similar multi-framed video display. Step  920  determines the predetermined location  206 . As discussed above, several approaches are possible. In a particular embodiment, the intersection point may be accepted by the autopilot  704  as a waypoint, and the lateral guidance logic  706  in the autopilot  704  may then be used to predict the point at which the aircraft may engage the autopilot  704  to begin a turn onto the navigation planned track  214 . That predicted point of engagement may be used as predetermined location  206 . In another particular embodiment, vertical separation between the current track  213  and the navigation planned track  214  may be factored in by accessing vertical guidance logic  708  for backing out the time to climb (or descend) to the navigation planned track  214  altitude to predict the point of autopilot  704  engagement as the predetermined location  206 . Those of ordinary skill in the art of aircraft autonomous navigation may appreciate other factors that may influence a point of autopilot engagement and may know how to incorporate them. 
   Step  922  produces a current track profile  212  view within the VSD  722  profile view frame  290  created in step  918  from the current aircraft location given by icon  208  to the predetermined location  206 . The current track profile  212  view includes any vertical obstacles  304  within a current track swath  520  ( FIG. 6 ) between the aircraft present position  224  and the predetermined location  206 . Step  924  may display an icon  207  indicating the predetermined location  206  in the VSD  722  profile view frame  290  created in step  918  and located at approximately the end of the current track profile  212  view therein. Step  926  produces the navigation planned track profile  215  view in the VSD  722  profile view frame  290  created in step  918  extending from the end of the current track profile  212  view to the end of the flight plan, the end of the current range setting, or other predetermined endpoint. Process  900  may continue to cycle through steps  906 ,  912 , and  914  to produce the integrated VSD  722  until the autopilot  704  engages, the planned track  214  is out of range, the flight plan is deactivated, the autopilot  704  de-energized, or the navigation system  702  is powered off. 
   In an alternate embodiment, a system having the capability to produce independent current track profile  212  views and navigation planned track profile  215  views, may be modified to produce an integrated VSD  722 . The current track profile  212  view may be placed in a display window or frame as are known in the art, configured to display only the portion of the current track profile  212  view between the present aircraft position  224  and the predetermined location  206 . The navigation planned track  214  profile view may be placed in a second window or frame, equally scaled to the current track window, and then configured to display only the portion of the navigation planned track  214  profile view extending from the predetermined location  206  onward. The two windows may then be juxtaposed in a profile view frame  290  to create an integrated VSD  722  having a common scale. In another alternate embodiment, the abbreviated navigation planned track  214  profile view may be displayed in a window overlaid on the end of the current track profile  212  view in the VSD frame. Those of ordinary skill in the art in computer-driven displays may appreciate, in light of this disclosure, the various windowing approaches which may be used to align multiple track profiles to a common frame  290 . 
   While the exemplary embodiment has been described in terms of a transition from a current track  212  to a planned track  214 , the invention also contemplates transitions between two or more planned tracks  214 , such as an old and a new planned track  214 , or any sequence of periods of manual flight and periods of autonomously navigated flight producing current track profiles  212  and planned track profiles  215 , respectively. 
   In an alternate embodiment of the method  900 , a current track VSD may be created in step  914  (instead of step  910 ) by artificially placing the predetermined location at the maximum range of the display, and a planned track may be created in step  914  (instead of step  908 ) by artificially placing the predetermined location at the current location  224 . 
   While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the invention as set forth in the appended claims and the legal equivalents thereof.