Patent Description:
One limitation in pilot situational awareness may include an overload of displayed information available to the pilot. Too much information may be as hazardous as not enough information. With multiple sources of guidance information, a pilot may become overloaded and a pilot scan may break down leading to deviation in one or more axes of desired trajectory.

Traditional flight directors may display deviation in only two axes: vertical and lateral. This limitation requires a pilot to continuously take eyes away from a primary flight display to reference longitudinal deviation. Whether the longitudinal deviation is range, time, or speed, the pilot must look elsewhere to reference the longitudinal deviation and increase possible deviations in vertical and lateral trajectories while looking elsewhere.

Therefore, a need remains for a system and related method which may overcome these limitations and provide a novel solution to pilot guidance offering an intuitive single source of pilot guidance displayed on a pilot display. <CIT> discloses a pilot display for an aircraft having dynamic liming ball deviation symbology, wherein a lateral visual indicia and a vertical visual indicia are provided, with respect to vertical and horizontal baselines, to advise the operator of an aircraft as to the vertical and horizontal positions to which the operator should guide the aircraft in order to intercept an in-flight refueling position. <CIT> discloses a fused display symbology that provides an intuitive and compact display of lateral, altitude and time deviations, wherein the time deviation may be scaled as a diameter of a circular indicator relative to a reference circle.

The invention includes systems for display of a looming ball aircraft guidance, as set out in appended claim <NUM>-<NUM>. The invention includes methods for display of a looming ball aircraft guidance, as set out in appended claim <NUM>-<NUM>.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not necessarily restrictive of the inventive concepts as claimed. The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the inventive concepts and together with the general description, serve to explain the principles of the inventive concepts disclosed herein.

In the drawings in which:.

This is done merely for convenience and to give a general sense of the inventive concepts, thus "a" and "an" are intended to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise.

Broadly, embodiments of the inventive concepts disclosed herein are directed to a system (<NUM>) and method (<NUM>) for generation and display of a dynamic looming ball deviation symbology (<NUM>), DLBDS, to a pilot receives inputs from a plurality of sources and displays a single source 3D deviation indicator to limit a scan requirement of a pilot. The system generates (<NUM>) and displays (<NUM>) the DLBDS relative to an ownship flight path marker intuitively useful to indicate each of a lateral deviation, a vertical deviation, and a longitudinal deviation relative to a desired object or position relative to the desired object. The DLBDS is displayed relative to the ownship aircraft and indicates deviation to be corrected to position the aircraft at the desired position relative to the object.

Referring now to <FIG>, a diagram of a system (<NUM>) for display of looming ball aircraft guidance in accordance with an embodiment not part of the present invention is shown. The system (<NUM>) for display of looming ball aircraft guidance <NUM> functions to display to a pilot, a Dynamic Looming Ball Deviation Symbology <NUM> (DLBDS) indicating to the pilot a three-dimensional deviation from a desired object.

The system for display of looming ball aircraft guidance <NUM> may present the DLBDS <NUM> within a pilot display including a heads-up display (HUD) <NUM> and a multi-function display <NUM> available to a pilot of an aircraft. As used herein, a reference to the HUD <NUM> may be considered a reference to each type of display available to the pilot which may include a head worn display as well.

The pilot display HUD <NUM> may include a flight path marker (FPM) <NUM> indicating a flight path of the aircraft. The FPM <NUM> may be a representation of traditional markers available to the pilot of various types of aircraft including a velocity vector, a flight director, and a plurality of symbology types available to the pilot. Among these, most FPM variants may maintain one circular portion with a constant diameter.

In one embodiment of the inventive concepts disclosed herein, the system for display of looming ball aircraft guidance <NUM> may function to display the DLBDS <NUM> via an onboard display available to an onboard human pilot, an offboard display available to an offboard human pilot, and present the DLBDS <NUM> to an onboard autopilot configured to interpret the information related to the display and make corrections to a flight path of the aircraft based on those interpretations.

The system (<NUM>) for display of looming ball aircraft guidance <NUM> includes a data link <NUM> configured for a data communication external to the aircraft. The data link <NUM> may be specifically configured to send and receive data specific to a position and trajectory of a plurality of objects of interest to the pilot. Specifically, the data link <NUM> may be configured with a data transfer rate of sufficient speed to enable the system for display of looming ball aircraft guidance <NUM> to receive and respond to rapidly changing positions and trajectories of the object.

Alternatively, the data link <NUM> may also function within a traditional data link <NUM> useable for additional services associated with data transfer between platforms. For example, a traditional tactical data link <NUM> such as a Link -<NUM> or Situational Awareness Data Link (SADL) may provide the system for display of looming ball aircraft guidance <NUM> with sufficient bandwidth to transfer usable object data related to the object.

To enable the system for display of looming ball aircraft guidance <NUM> to receive data pertinent to the ownship aircraft, the system for display of looming ball aircraft guidance <NUM> includes an aircraft system bus <NUM> configured for a communication of an aircraft state. Exemplary aircraft state variables may include an input from a mission computer and <NUM> or a flight control computer <NUM>, an input from a flight management system <NUM>, a global navigation satellite system (GNSS) input <NUM>, and a navigation system input <NUM>.

Also, the system bus <NUM> may receive an input from one or more onboard sensors <NUM> including, for example, a barometric sensor, a radar sensor, a visual sensor, an infrared sensor, and radio altitude sensor. In addition, a radio frequency receiver may function as a sensor <NUM> receiving RF signals from a plurality of sources including an RF VHF omnidirectional range (VOR), an RF Instrument Landing System (ILS), an automated carrier landing system (ACLS), and additional types of RF guidance systems.

For control, the system for display of looming ball aircraft guidance <NUM> includes a flight controller <NUM> operatively coupled with each of the pilot display <NUM>, the data link <NUM>, and the aircraft system bus <NUM>. The flight controller <NUM> is specifically configured for determining and receiving a position and a trajectory of the aircraft based on one or more of the inputs from the system bus <NUM>. In embodiments, the flight controller <NUM> may include a mission computer, a flight control computer, and a flight management system.

The system for display of looming ball aircraft guidance <NUM> also includes a tangible, non-transitory memory <NUM> configured to communicate with the flight controller <NUM>, the tangible, non-transitory memory <NUM> may have instructions stored therein that, in response to execution by the flight controller <NUM>, cause the flight controller <NUM> to perform each task enabling a function of the system for display of looming ball aircraft guidance <NUM>.

In one embodiment of the inventive concepts disclosed herein, to accurately display the DLBDS <NUM>, the flight controller <NUM> may receive, from the data link <NUM>, an object data representative of an object, the object data including at least a position and a trajectory of the object. Here, the object may include a position in space or location to which the pilot may desire accurate directive display symbology. Exemplary objects contemplated herein may include an aircraft, an aerial refueling boom, an aerial refueling basket, a landing surface, a surface target, a ship, a time-based position, a speed-based position, and a three-dimensional path.

In one embodiment of the inventive concepts disclosed herein, the object data may include additional details about the object of interest to the aircraft. Some object data may include an object type (e.g., aircraft, ship, runway, tanker), an object size, an object mission, and a plurality of desired positions relative to the object. For example, if the object is a tanker aircraft, each position around the tanker aircraft may be received via the data link <NUM>. A precontact position, a contact position, a left and right observation position, etc. Should the object be a surface target, exemplary object data may include a time on target, a run-in heading, collateral damage estimates, threat levels, etc..

In one embodiment of the inventive concepts disclosed herein, the flight controller <NUM> receives a command from the pilot to maintain a desired position relative to the object. Here, the pilot may include an onboard human pilot, an offboard human pilot, and an autopilot. The pilot command may include a bearing and range from the object, a position relative to the object, and commanded guidance to the object via a 3D path relative to the object.

For example, one pilot command may include direction to and maintenance of a formation position laterally and longitudinally offset from an object aircraft. Another pilot command may include a bearing, range, and altitude (BRA) relative to an object surface target. Should the the object be a point in space, the pilot command may include commanded direction to fly directly to the point in space object.

The flight controller <NUM> may receive from the aircraft system bus <NUM>, a continuously updated position and trajectory of the aircraft and generate a desired position relative to the object. In one embodiment of the inventive concepts disclosed herein, the position and trajectory of the aircraft may be received from an onboard positioning system such as a GNSS and Inertial Navigation System (INS) or determined by the flight controller <NUM> based on data received from a plurality of sources and sensors. For example, the aircraft system bus <NUM> may be operatively coupled with the onboard GNSS and barometric altimeter. In this manner, the onboard systems and sensors may input the position (e.g., latitude, longitude) and trajectory (e.g., vector and speed) to the aircraft system bus <NUM> for flight controller <NUM> use.

For accuracy, the position of the aircraft may include a center of mass of the aircraft, a specific position of a refueling probe employed by the aircraft, and a specific position of an aerial refueling receiver receptacle sited near an upper surface of the aircraft. In one embodiment not part of the present invention the desired position relative to the object may be based on the pilot command and may include a wingman formation position, a contact position prior to aerial refueling, and a deployed formation position.

The flight controller <NUM> generates a three-dimensional (3D) deviation between the position of the aircraft and the desired position relative to the object based on the object data and the position of the aircraft, the three-dimensional deviation relative to the aircraft, the 3D deviation including a lateral deviation, a vertical deviation, and a longitudinal deviation. Here, the 3D deviation may include a vector in space from one position (aircraft) to another (desired position <NUM>). In some situations, the desired position <NUM> may be anywhere from an exemplary <NUM> miles in trail to zero.

Referring now to <FIG>, a diagram of exemplary single axis deviations indicated by the dynamic looming ball deviation symbology in accordance with an embodiment of the inventive concepts disclosed herein is shown. Single axis deviations <NUM> may indicate exemplary display positions of the DLBDS <NUM> to indicate to the pilot a "fly to" direction to correct the deviation. Each deviation indicated by the DLBDS <NUM> may be relative to the ownship aircraft.

In one embodiment of the inventive concepts disclosed herein, the DLBDS <NUM> may comprise a segmented or solid circle displayed relative to the FPM <NUM> where a zero deviation in each of the lateral deviation, the vertical deviation, and the longitudinal deviation may be represented by a DLBDS <NUM> concentrically displayed with the FPM <NUM>.

A purely longitudinal deviation along a Z axis <NUM> may be indicated by a DLBDS diameter <NUM> smaller or larger than the FPM diameter <NUM> where a zero longitudinal deviation may be displayed via the DLBDS diameter <NUM> equal to the FPM diameter <NUM>.

The flight controller <NUM> may generate the DLBDS <NUM>, the DLBDS <NUM> having a DLBDS diameter <NUM> representative of the longitudinal deviation, the diameter relative to a diameter of the FPM <NUM>. Here, the flight controller <NUM> may generate the DLBDS diameter <NUM> increasing or decreasing based on the longitudinal deviation. In one embodiment of the inventive concepts disclosed herein, a longitudinal deviation aft of the desired position may result in the DLBDS diameter <NUM> smaller than the FPM diameter <NUM>, and a longitudinal deviation forward of the desired position may result in the DLBDS diameter <NUM> larger than the FPM diameter <NUM>.

For example, one aircraft may employ an FPM diameter <NUM> of an exemplary five mils. Should the flight controller <NUM> determine the aircraft is longitudinally distant from the desired position <NUM>, the flight controller <NUM> may generate the DLBDS diameter <NUM> at an exemplary three mils to indicate to the pilot a too distant position from the desired position offset indicating a possible correction of adding power and flying forward.

The flight controller <NUM> displays on the pilot display <NUM>, the DLBDS <NUM> relative to the FPM <NUM>, the DLBDS <NUM> displayed in a Y position relative to the FPM <NUM> based on the vertical deviation and an X position relative to the FPM <NUM> based on the lateral deviation.

Similarly, a purely vertical deviation in a Y axis <NUM> may be indicated by the DLBDS <NUM> either high or low relative to the FPM <NUM>. As viewed by the pilot, the Y position relative to the FPM <NUM> may include a position above the FMP <NUM> corresponding a low vertical deviation and a position below the FMP <NUM> corresponding a high vertical deviation.

A purely lateral deviation within an X axis <NUM> may indicate the DLBDS <NUM> left or right of the FPM <NUM>. In the lateral, the X position relative to the FPM <NUM> may enable a position right of the FPM <NUM> corresponding to a left deviation, and a position left of the FPM <NUM> corresponding to a right deviation.

In one embodiment of the inventive concepts disclosed herein, the non-transitory memory <NUM> may be further configured to cause the flight controller <NUM> to continuously update each of the position of the object and the position and trajectory of the aircraft, continuously update the three-dimensional deviation, continuously update the DLBDS diameter <NUM>, the Y position, and the X position based on an updated three-dimensional deviation, and display the DLBDS <NUM> at the continuously updated Y position, X position, and DLBDS diameter <NUM>.

Referring now to <FIG>, diagrams of exemplary multi axis deviations displayable by an embodiment of the inventive concepts disclosed herein are shown. A plurality of multi axis deviation examples <NUM> may indicate a variety of situations where the system for display of looming ball aircraft guidance <NUM> may function to generate and display the DLBDS <NUM> to the pilot.

Referring to <FIG>, a two-dimensional deviation may be indicated with a lead aircraft <NUM> and a wingman aircraft <NUM> in an echelon formation. Here, the wingman aircraft <NUM> is aft and left of the desired position <NUM> relative to the object (a lead aircraft <NUM>) as indicated by a longitudinal deviation <NUM> in the Z axis <NUM> and a lateral deviation <NUM> in the X axis <NUM> resulting in the 3D deviation <NUM> calculated by the flight controller <NUM>. The flight controller <NUM> may then determine the DLBDS diameter <NUM> based on the longitudinal deviation <NUM> and the X axis <NUM> position of the DLBDS <NUM> based on the lateral deviation <NUM>. To correct the 3D deviation <NUM>, the wingman aircraft <NUM> must fly forward and right to reach the desired position <NUM>. As there is no vertical deviation here, no vertical input may be required by the pilot of the wingman aircraft <NUM> to return to the desired position <NUM>.

In one embodiment of the inventive concepts disclosed herein, the non-transitory memory <NUM> may be further configured to cause the flight controller <NUM> to generate a desired position boundary <NUM> around the desired position <NUM> relative to the object (here, the lead aircraft <NUM>). Depending on a plurality of factors, the desired position boundary <NUM> may have a boundary size <NUM> based on the plurality of factors. The flight controller <NUM> may display the DLBDS <NUM> based on the three-dimensional deviation <NUM> between the position of the aircraft <NUM> and the desired position boundary <NUM>.

In one embodiment of the inventive concepts disclosed herein, the boundary size <NUM> may be based on a <NUM>) range between the desired relative position <NUM> and the lead aircraft object <NUM>, <NUM>) a size of each of the lead aircraft object <NUM> and the wingman aircraft <NUM>, and <NUM>) a mission of the wingman aircraft <NUM>.

For example, the wingman aircraft <NUM> in a distant formation of an exemplary <NUM> miles in trail of the lead aircraft <NUM> may have a position boundary <NUM> of greater size <NUM> than a wingman aircraft <NUM> positioning in a contact position behind a tanker aircraft object for aerial refueling.

In one embodiment of the inventive concepts disclosed herein, the desired position <NUM> relative to the object may be based on a mission of the aircraft, the aircraft state, an object type, an object position, and an object trajectory. For example, on an air drop mission, one desired position <NUM> may be aft and above the lead aircraft <NUM> to ensure collision avoidance with dropped items. Where the object type may be a tanker aircraft, once desired position may be am echelon position to wait for a turn receiving fuel. Where the object position may be at low altitude, a more distant desired position may be prudent. The object trajectory pointed at a mountain prior to a turn may lead to a more distant desired position <NUM>.

In one embodiment of the inventive concepts disclosed herein, the display of the DLBDS <NUM> relative to the FPM <NUM> may further include a dynamic motion of the DLBDS <NUM> based on a change in the three-dimensional deviation and a rate of change in the three-dimensional deviation. For example, as the aircraft may get closer to the desired position <NUM>, the flight controller <NUM> may alter the display of the DLBDS <NUM> to slow a rate of correction to the pilot. In this manner, the flight controller <NUM> may command a slower correction to the desired position as the 3D deviation reduces in magnitude.

Similarly, once a correction has been made by the pilot, the flight controller <NUM> may alter the display of the DLBDS <NUM> to maintain the correction. For example, as a correction may include flying right to fly to the desired position <NUM>, the flight controller <NUM> may zero the lateral correction required once the pilot is correcting for the deviation.

Also, once the aircraft <NUM> approaches the desired position <NUM>, the flight controller <NUM> may anticipate the zero deviation (arrival at the desired position <NUM>) and indicate a left turn here to discontinue the correction and settle in to the desired position <NUM>.

Referring now to <FIG>, a single axis (here Z <NUM>) deviation may be indicated by the DLBDS diameter <NUM> displayed by the flight controller <NUM> as larger than the FPM diameter <NUM>. Here, with a forward deviation, the pilot of the wingman aircraft <NUM> must reduce power and fly aft to return to the desired position <NUM>.

Referring now to <FIG>, the flight controller <NUM> may indicate a zero deviation with a concentric DLBDS <NUM> collocated with the FPM <NUM>. In one embodiment of the inventive concepts disclosed herein, the DLBDS diameter <NUM> may be displayed relative to the FMP diameter <NUM>. Should a wingman aircraft <NUM> be longitudinally in the desired position (zero longitudinal deviation) the controller <NUM> may display the DLBDS diameter <NUM> equal to the FMP diameter <NUM>.

Referring now to <FIG>, the flight controller <NUM> may indicate a single axis (here Z <NUM>) deviation between the aircraft and the desired position <NUM> with a DLBDS diameter <NUM> smaller than that of the FPM diameter <NUM>. In one embodiment of the inventive concepts disclosed herein, the system for display of looming ball aircraft guidance <NUM> may function to direct a speed of the aircraft <NUM> using the DLBDS <NUM> diameter as a speed reference. Here, the diameter of the DLBDS <NUM> may change relative to the longitudinal deviation <NUM> from a desired speed.

For example, should the pilot desire or be assigned a specific speed, should the aircraft be faster than the desired speed (correction: slow down), the DLBDS diameter <NUM> may be displayed as greater than that of the FMP diameter <NUM> and smaller (correction: speed up) if slower. As before, the lateral <NUM> and vertical <NUM> deviations may be displayed with a left right up down display of the DLBDS <NUM> relative to the FMP <NUM>.

Referring to <FIG>, a multi axis deviation of aft and right may be indicated with a DLBDS <NUM> position left of the FPM <NUM> with a DLBDS diameter <NUM> smaller than the FPM diameter <NUM>.

From a different perspective, <FIG> may show a side view with the longitudinal axis Z <NUM> indicated horizontally. <FIG> may indicate a high and aft deviation requiring the pilot of the wingman aircraft <NUM> to fly down and fly forward to regain the desired position <NUM>.

Referring to <FIG>, the lead aircraft has now deployed an aerial refueling basket as the object. Here, the desired position relative to the object may be collocated with the object and the boundary size may be relatively small. Here, the flight controller <NUM> may use a position of an aerial refueling probe <NUM> on the wingman aircraft for determining the 3D deviation between the aerial refueling probe <NUM> and the desired position <NUM>. To place the aerial refueling probe within the aerial refueling basket, the pilot of the wingman aircraft <NUM> may fly up and fly right to engage the basket.

Referring to <FIG>, a two-ship formation of a strike aircraft <NUM> may desire to maintain an orbit <NUM> as the desired position relative to a surface target object <NUM> (here, a moving truck). As the ground target object <NUM> moves, the desired orbit <NUM> relative to the surface target object <NUM> may move at a similar trajectory. Here, the flight controller <NUM> may display the DLBDS <NUM> to induce a continuous left turn to maintain the desired orbit <NUM>.

Here, the flight controller <NUM> may determine a best course of flight for the aircraft to regain the desired position <NUM>. In one situation, the flight controller <NUM> may employ a lead pursuit path with the DLBDS <NUM> directing the pilot to lead (flight path to a point where the desired position will be) the desired position <NUM> to shorten the distance and time required for the to achieve the desired position <NUM>. Conversely, the flight controller <NUM> may employ a pure pursuit (flight path on the desired position <NUM>) or lag pursuit (flight path behind the desired position <NUM>) to achieve desired results.

Referring to <FIG>, the flight controller <NUM> may employ a timeline reference related object to enable the strike aircraft <NUM> to fly a desired path over time to reach a desired surface target at a specific time. In this example, the strike aircraft <NUM> should be within the position boundary <NUM> and is currently behind the desired timeline reference. The flight controller <NUM> may display the DLBDS <NUM> with a DLBDS diameter <NUM> smaller than the FPM diameter <NUM> to indicate to the pilot to fly faster to regain the desired time related object.

Referring to <FIG>, the object here may be a landing surface <NUM> where the position relative to the desired object may may be continuously updated to create a desired path relative to the object (e.g., a 3D path over time). Here, the strike aircraft <NUM> may be commanded to fly a specific time along a glideslope <NUM> to land at a specific time. The flight controller <NUM> may display the DLBDS <NUM> with appropriate corrections to maintain the glideslope <NUM> as well as maintain the desired path relative to the object via the desired position <NUM>.

For example, on approach to an airport landing surface <NUM>, a controlling agency (e.g. air traffic control) may command a specific landing time. The flight controller <NUM> may receive the pilot command and display the DLBDS <NUM> to enable to strike aircraft <NUM> to maintain the 3D deviation from the strike aircraft <NUM> to the position boundary <NUM> at zero.

Referring now to <FIG>, a diagram of a method flow exemplary of one embodiment of the inventive concepts disclosed herein is shown. The method flow <NUM> for display of looming ball aircraft guidance may include, at a step <NUM>, receiving a continuously updated object data representative of an object, the object data including a position and a trajectory of the object, and at a step <NUM>, receiving a continuously updated position and trajectory of an aircraft. The method may include, at a step <NUM>, receiving a pilot command to maintain a desired position relative to the object and at a step <NUM>, generating a three-dimensional deviation between the position of the aircraft and the desired position, the three-dimensional deviation relative to the aircraft, the three-dimensional deviation including a lateral deviation, a vertical deviation, and a longitudinal deviation.

The method includes at a step <NUM>, generating a dynamic looming ball deviation symbology (DLBDS), the DLBDS having a diameter based on the longitudinal deviation, the diameter relative to a diameter of a flight path marker (FPM), and, at a step <NUM>, displaying, on a pilot display, the DLBDS relative to the FPM, the DLBDS displayed in a Y position relative to the FPM based on the vertical deviation and an X position relative to the FPM based on the lateral deviation.

Claim 1:
A system (<NUM>) for display of looming ball aircraft guidance, comprising:
a pilot display (<NUM>,<NUM>) available to a pilot of an aircraft, the pilot display including a flight path marker, FPM;
a dynamic looming ball deviation symbology (<NUM>), DLBDS, displayable on the pilot display, the DLBDS generated by a flight controller (<NUM>) onboard the aircraft, the flight controller configured to receive inputs from each of a data link (<NUM>) and an aircraft system bus (<NUM>);
the data link configured for a data communication external to the aircraft;
the aircraft system bus configured for a communication of an aircraft state;
the flight controller operatively coupled with each of the pilot display, the data link, and the aircraft system bus, the flight controller configured at least for determining a position and a trajectory of the aircraft;
a tangible, non-transitory memory configured to communicate with the flight controller, the tangible, non-transitory memory having instructions stored therein that, in response to execution by the flight controller, cause the flight controller to:
receive, from the data link, an object data representative of an object, the object data including at least a position and a trajectory of the object;
receive (<NUM>) from the aircraft system bus, the position and the trajectory of the aircraft;
receive (<NUM>) a command from the pilot to maintain a desired position relative to the object;
generate (<NUM>) a three-dimensional deviation between the position of the aircraft and the desired position relative to the object based on the object data and the position of the aircraft, the three-dimensional deviation relative to the aircraft;
the three-dimensional deviation including a lateral deviation, a vertical deviation, and a longitudinal deviation;
generate (<NUM>) the DLBDS, the DLBDS having a diameter based on the longitudinal deviation, the diameter relative to a diameter of the FPM; and
display (<NUM>), on the pilot display, the DLBDS relative to the FPM, the DLBDS displayed in:
a Y position relative to the FPM based on the vertical deviation; and
an X position relative to the FPM based on the lateral deviation.