Patent Publication Number: US-2006005147-A1

Title: Methods and systems for controlling the display of maps aboard an aircraft

Description:
TECHNICAL FIELD  
      The present invention is directed generally toward methods and systems for controlling the display of maps aboard an aircraft.  
     BACKGROUND  
      Making maps computer-accessible has significantly increased the functionality and utility of maps in several contexts. For example, map databases available from sources such as Mapquest.com allow users to obtain maps of regions surrounding user-selected street addresses, and allow the users to adjust the displays of the maps by panning over the maps, and zooming in and out relative to a central point on the maps. Maps having this type of functionality have also been made available for aircraft flight planning. For example, products available from the Jeppesen Company of Denver, Colo. under the trade name Flitestar provide desktop computer-based planning maps that allow the user to pan over the map area and adjust the position at which the map is centered.  
      Map displays aboard commercial aircraft have also been computerized.  
      For example,  FIG. 1  illustrates a flight deck  11  of an aircraft  10  having computer-based displays arranged in accordance with the prior art. The displays can include primary flight displays (PFDs)  14  and navigation displays  30 , which are visually accessible to pilots seated in seats  16 . The displays  14  and  30  are positioned beneath a glare shield  18 , which shields the displays and other instruments from light entering through forward windows  13 . A mode control panel  43  is positioned at the glare shield  18 , and a pair of control and display units (CDUs)  15  are positioned on a control pedestal  17  between the seats  16  and below the glare shield  18 . The CDUs  15  provide pilot access to a flight management computer  41 . Instructions provided by the flight management computer  41  and the mode control panel  43  control automatic operation of the aircraft  10 .  
      One characteristic of the flight deck  11  described above with reference to  FIG. 1  is that the maps appearing at the navigation display  30  have limited functionality. For example, the pilot can step through waypoints along the aircraft&#39;s route, but is generally unable to have additional control over the manner in which the maps are presented at the navigation display  30 . Furthermore, the pilot must typically provide instructions for the display of the maps at the CDU  15 , which is remote from the navigation display  30 . Accordingly, it can be awkward and/or non-intuitive for the pilot to control the manner in which the maps are displayed.  
     SUMMARY  
      The present invention is directed generally toward methods and systems for displaying a map onboard an aircraft. A computer-implemented method in accordance with one aspect of the invention includes displaying a map of an area at least proximate to an aircraft at an aircraft flight deck during flight, with the map presenting a feature having a first position relative to a boundary of the map. The method can further include displaying at least one operator-selectable input element at least proximate to the display of the map and accessible to an operator of the aircraft. The method can still further include receiving via the at least one input element an operator-based request to change a position of the feature on the map relative to the boundary, and in response to the request, updating the display of the map by shifting all points of the map so that the feature has a second position relative to the boundary, with the second position being different than the first position.  
      In further particular aspects of the invention, the map can be displayed at a display screen and the method can include presenting first, second, third, fourth, and fifth operator-selectable icons superimposed on the display of the map at the display screen. The first icon can be used by the operator to center the map on a current location of the aircraft, the second icon can be used to center the map relative to an entire route of the aircraft, the third icon can be used to center the map on an active waypoint of a route of the aircraft, the fourth icon can be used to sequentially center the map on a series of such waypoints, and the fifth icon can be used to center the map on a target location. For example, when the fifth icon is selected, the method can include prompting an operator to provide a target location identified by a waypoint identifier or latitude and longitude coordinates, receiving an instruction from an operator identifying a waypoint or latitude and longitude coordinates corresponding to the target location, and in response to receiving the instruction from the operator, centering the display on the target location.  
      A computer system in accordance with another aspect of the invention can include a display portion configured to display a map of an area at least proximate to an aircraft onboard the aircraft, with the map presenting a feature having a first position relative to a boundary of the map. The display portion can further be configured to update the display of the map in response to an operator request by shifting all points of the map so that the feature has a second position relative to the boundary, with the second position being different than the first position. A receiver portion can be configured to receive the operator request from the operator via at least one operator-selectable input element positioned at least proximate to the display of the map. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       FIG. 1  is a partially schematic, isometric illustration of the interior of a flight deck configured in accordance with the prior art.  
       FIG. 2  is a schematic illustration of an aircraft system for controlling the display of the maps in accordance with an embodiment of the invention.  
       FIG. 3  is a flow diagram illustrating a method for controlling the display of maps at an aircraft flight deck in accordance with an embodiment of the invention.  
       FIG. 4  illustrates a display presenting a map and operator-selectable input elements for controlling the display of the map in accordance with an embodiment of the invention.  
       FIG. 5  illustrates the display presenting a map centered on an aircraft indicator, as requested by an operator in accordance with another embodiment of the invention.  
       FIG. 6  illustrates the display presenting the entire route of the aircraft, as requested by an operator in accordance with an embodiment of the invention.  
       FIG. 7  illustrates the display presenting a map centered on an active waypoint, as requested by an operator in accordance with yet another embodiment of the invention.  
       FIG. 8  illustrates the display presenting a waypoint prompt at which the operator can enter an arbitrary waypoint or arbitrary coordinates in accordance with still another embodiment of the invention. 
    
    
     DETAILED DESCRIPTION  
      The following disclosure describes systems and methods for displaying aircraft navigation maps at an aircraft flight deck. Certain specific details are set forth in the following description and in  FIGS. 2-8  to provide a thorough understanding of various embodiments of the invention. Well-known structures, systems and methods often associated with electronically displaying maps have not been shown or described in detail below to avoid unnecessarily obscuring the description of the various embodiments of the invention. In addition, those of ordinary skill in the relevant art will understand that additional embodiments of the present invention may be practiced without several of the details described below.  
      Many embodiments of the invention described below may take the form of computer-executable instructions, such as routines executed by a programmable computer. Those skilled in the relevant art will appreciate that the invention can be practiced on other computer system configurations as well. The invention can be embodied in a special-purpose computer or data processor that is specifically programmed, configured or constructed to perform one or more of the computer-executable instructions described below. Accordingly, the term “computer” as generally used herein includes any processor and can include Internet appliances, hand-held devices (including palm-top computers, wearable computers, cellular or mobile phones, multiprocessor systems, processor-based or programmable consumer electronics, mini-computers and the like).  
      The invention can also be practiced in distributed computing environments, in which tasks or modules are performed by remote processing devices that are linked with a communications network. In a distributed computing environment, program modules or subroutines may be located in both local and remote memory storage devices. Aspects of the invention described below may be stored or distributed on computer-readable media, including magnetic or optically readable computer disks (e.g., removable disks) as well as distributed electronically over networks. Data structures and transmissions of data particular to aspects of the invention are also encompassed within the scope of the invention. Information handled in accordance with aspects of the invention can be presented at any of a variety of display media, for example, CRT screens, LCD screens, or other suitable devices.  
       FIG. 2  is a schematic illustration of an aircraft  201  having a system  200  configured to receive instructions and display information in accordance with an embodiment of the invention. Portions of the system  200  can be housed at a flight deck  211  of the aircraft  201  for access by an operator (e.g., a pilot). The aircraft  201  can have a fixed wing configuration (as shown in  FIG. 2 ) or other configurations (e.g., rotary wing configurations). In one aspect of this embodiment, the system  200  can include input/output devices  220  via which the operator and/or aircraft subsystems can provide information to a computer (e.g., a flight guidance computer  240 ). The flight guidance computer  240  can include one or more processors, one or more memories, a flight management computer  241 , linked to a control and display unit (CDU)  242 , and a mode control panel (MCP). These portions of the flight guidance computer  240  can all be linked to one or more receivers  244 . Accordingly, the flight guidance computer  240  can receive instructions I from the operator and present and update information at a display  230 , based on the instructions. In other embodiments, the flight guidance computer  240  can include other devices and/or arrangements, e.g., autoflight computers, autopilots, and/or autothrottles. In any of these embodiments, the flight guidance computer  240  can be linked to one or more aircraft control systems  202 , shown in  FIG. 2  as a lateral motion or a roll control system  202   a,  a vertical motion controller  202   b,  and an airspeed or engine control system  202   c  to control the aircraft direction, altitude and speed. At the same time, the flight guidance computer  240  updates the maps presented at the display  230  as the aircraft  201  changes direction, altitude and speed along its route. Aspects of the manners in which the maps are displayed and updated in accordance with operator instructions are described in greater detail below with reference to  FIGS. 3-8 .  
       FIG. 3  is a flow diagram illustrating a process  300  for displaying a map aboard an aircraft in accordance with an embodiment to the invention. The process  300  can include displaying a map of an area at least proximate to the aircraft at a display medium onboard the aircraft, with the map presenting a feature having a first position relative to a boundary of the map (process portion  302 ). In process portion  304 , the system displays an operator-selectable input element at least proximate to the display of the map, with the input element accessible to an operator of the aircraft. In a particular aspect of this embodiment, the input element can include an icon superimposed on the display of the map. In process portion  306 , the system receives (via the at least one input element) an operator-based request to change a position of the feature on the map relative to the boundary. The feature can include an active waypoint, the entire route of the aircraft, the present location of the aircraft, an arbitrary waypoint or set of coordinates, a geographical feature, a political boundary and/or other features. In process portion  308 , the system can, in response to the request, update the display of the map by shifting all points of the map so that the feature has a second position relative to the boundary, with the second position being different than the first position. For example, process portion  308  can include centering the display of the map on the feature.  FIGS. 4-8  provide examples of manners in which the foregoing method can be implemented onboard the aircraft.  
       FIG. 4  illustrates a display or display page  430  presenting a map  450  in accordance with an embodiment of the invention. The map  450  can include a plan portion  431 , which is a simulated view of the route being flown by the aircraft, from a point above the aircraft. The map  450  can also include a vertical situation display (VSD) or elevation portion  432 , illustrating an elevation view of the aircraft&#39;s route  452 . The route  452  can be presented at both the plan portion  431  and the elevation portion  432  of the map  450 . The map  450  can include a series of route waypoints  455   a,  along with an aircraft indicator  456  identifying the current location of the aircraft. An active waypoint  455   b  corresponds to the waypoint toward which the aircraft is currently being directed. Non-route waypoints  455   c  can also be displayed on the map  450 , for example, in a different manner than the route waypoints  455   a  to highlight the fact that the non-route waypoints  455   c  are not part of the current aircraft flight plan.  
      The map  450  can include geographic boundaries  454  (e.g., shorelines) and/or political boundaries  453  (e.g., provincial, national, and international boundaries). The map  450  can be bounded by a map boundary  451  which, in an embodiment shown in  FIG. 4 , includes a first boundary  451   a  around the plan portion  431 , adjacent to a second boundary  451   b  around the elevation portion  432 . Each boundary  451   a,    451   b  defines a generally rectangular shape. In other embodiments, the map boundary  451  can define other shapes.  
      As the aircraft progresses along the route  452 , the system can automatically update the display of the map  450 . The operator can also manipulate the presentation of the map  450 , simultaneously with and independently of the automatic updates. Accordingly, the display  430  can also include a plurality of input elements  470  (shown as first, second, third, fourth, and fifth input elements  470   a - 470   e ) that allow the operator to actively adjust the display of the map  450 . By activating the input elements  470 , the operator can adjust the location of one or more features of the map  450  relative to the map boundary  451 , independent of the motion of the aircraft and independent of automatic updates that the system provides as the aircraft flies along its route. The input elements  470  can include icons or other electronically-based images that the operator can use to transmit input signals. For example, the user can select one of the input elements  470  by moving a cursor with a cursor control device (e.g., mouse) or keyboard key (e.g., an arrow key or tab key). The user can transmit the input signal by activating a key at the cursor control device or the keyboard. Once the display of the map  450  has been adjusted using these techniques, the operator can provide further inputs, e.g., to zoom in or zoom out the display. Examples of the manners in which the map display is updated are provided below with reference to  FIGS. 5-8 .  
      As shown in  FIG. 5 , the operator has selected the first input element  470   a  (labeled “AIRPLANE” in  FIG. 5 ) to center the display of the map  450  on the current location of the aircraft. Accordingly, the display of the map  450  has shifted so that the aircraft indicator  456  is at least approximately centered within the first map boundary  451   a.  This particular display format can be helpful to the operator by providing a balanced presentation of the area on all sides of the aircraft&#39;s current location.  
       FIG. 6  illustrates the display  430  after the operator has activated the second input element  470   b  (labeled “FIT ROUTE” in  FIG. 6 ). In response to receiving an input via the second input element  470   b,  the system has updated the map  450  to display the entire route of the aircraft, including a route start point  559  and a route end point  558 . The size of the map presented at the display  430 , and the distances between points on the map and points on the first map boundary  451   c  have accordingly shifted to allow the entire route  452  to be fit within the confines of the first map boundary  451   a.  The size of the map shown at the elevation portion  432  has also shifted to allow the entire route  452  to fit within the second map boundary  451   b.  An advantage of presenting the entire route in this manner is that it allows the operator to see at a glance all the waypoints along the aircraft&#39;s route  452 , and also allows the operator to identify alternate airports (only some of which are shown in  FIG. 6 ) should a diversion become necessary.  
       FIG. 7  illustrates the map  450  after the operator has activated the third input element  470   c  (labeled “ACTIVE” in  FIG. 7 ). In response to receiving an input via the third input element  470   c,  the system has centered the map  450  on the active waypoint along the aircraft&#39;s route  452 . Accordingly, the system has shifted the display of the map  450  so that the next waypoint ahead of the current aircraft position is at least approximately centered within the first map boundary  451   a.  In a particular aspect of the embodiment, the system can obtain the coordinates of the currently active waypoint  455   b  directly or indirectly from a flight plan list stored on a flight management computer or other component of the flight guidance computer  240  ( FIG. 2 ). The operator can also serially step from one waypoint to the next (including the active waypoint) by providing an input at the fourth input element  470   d  (labeled “STEP” in  FIG. 7 ).  
       FIG. 8  illustrates the display  430  after the operator has entered an instruction via the fifth input element  470   e  (labeled “WAYPOINT” in  FIG. 8 ). Upon receiving an input request via the fifth input element  470   e,  the system can present a waypoint prompt  871  (e.g., a dialog box), superimposed on the map  450 . The waypoint prompt  871  can include a waypoint input portion  872  and an arbitrary point input portion  873 . The waypoint input portion  872  can include a window at which the operator can enter a waypoint identifier (e.g., any of the three-, four- or five-letter waypoint identifiers shown on the map  450 , or located outside the display range of the map  450 ). The operator can also enter an arbitrary latitude and longitude coordinate pair via the arbitrary point input portion  873 . In either embodiment, the system can automatically center the display of the map  450  on the point identified by the operator thereby presenting a different geographical area than was initially presented. An advantage of this arrangement is that the operator can easily focus on a particular waypoint or, for example, where waypoints are not densely distributed, on an arbitrary point that is not necessarily part of the pre-planned route for the aircraft. This can be particularly helpful to the operator, for example, when the operator wishes to consider diverting the aircraft to overfly an unplanned waypoint.  
      One feature of several of the embodiments described above with reference to  FIGS. 2-8  is that the input elements  470  can be presented at a consolidated location at least proximate to the map  450 , for example, in a row that is superimposed over the map  450 . An advantage of this arrangement is that the operator need not enter inputs related to the way in which the map is displayed at a location that is remote from the map itself. Accordingly, this arrangement can be easier to use and more intuitive for the operator.  
      Another feature of several of the embodiments described above with reference to  FIGS. 2-8  is that the input elements  470  can significantly increase the options available to the operator for manipulating the display of the map  450 , compared with conventional flight deck displays. For example, the operator can center the map on the current aircraft location, the current active waypoint, the entire planned route of the aircraft, and/or an arbitrary waypoint or coordinate location. An advantage of this feature is that it can significantly increase the utility of the map and can provide the operator with additional planning information not currently available. This feature can also allow the aircraft owner or operator to specify which options (e.g., some or all) are to be installed and/or made available on particular aircraft.  
      Another feature of at least some of the embodiments described above with reference to  FIGS. 2-8  is that the elevation portion  432  of the map  450  can be automatically updated to reflect shifts in the display of the plan portion  431 . An advantage of this arrangement is that the elevation portion  432  and the plan portion  431  can be displayed in a mutually consistent manner, even as the point on which the plan portion  431  is centered shifts in response to the operator&#39;s inputs.  
      From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the invention. For example, aspects of the invention described in the context of particular embodiments can be combined or eliminated in other embodiments. Accordingly, the invention is not limited except as by the appended claims.