Patent Description:
An aircraft may use an onboard weather radar system to detect adverse weather conditions, which may enable the flight crew to make changes to the flight plan as necessary to avoid potentially hazardous weather. The onboard weather radar system may be mounted on the aircraft and may use radar scans to detect reflected radar signals from weather formations such as convective weather cells associated with turbulence, rain, lightning, and hail. Up-to-date weather information may assist the flight crew of the aircraft in evaluating whether or how to modify a flight plan to ensure safety of the flight, as well as to promote fuel efficiency, time efficiency, and passenger comfort.

The onboard weather radar system may control weather radar scanning and may process radar return signals to present a visual weather radar display. An aircraft in flight may also receive weather data from other sources such as ground-based weather radar stations, which may help identify convective weather regions or other emerging hazards for aircraft operations. Aircraft operators and flight crews may thus be able to evaluate hazardous areas and to potential changes in heading or flight altitude in response. Document <CIT> discloses a system configured to determine a reliability index for weather information received by a weather system. Document <CIT> discloses a method of selectively displaying an image representative of a weather condition in relation to an aircraft. Document <CIT> discloses a method implemented by computer for the display of information relating to the flight of an aircraft. Document <CIT> discloses a system configured to detect inclement weather in the travel path of a vehicle, determine a recommended maneuver to avoid the inclement weather, and determine the feasibility of the recommended maneuver with respect to any nearby vehicles.

In general, this disclosure is directed to computer system, a method and a computer-readable medium for displaying information on a user interface of a navigation system onboard a vehicle. Preferred embodiments are listed in the dependent claims.

<FIG> depicts a conceptual diagram of a vehicle <NUM> equipped with an example weather-avoidance system <NUM>, in accordance with one or more techniques of this disclosure. In the example depicted in <FIG>, vehicle <NUM> is depicted as aircraft <NUM>, however, the techniques of this disclosure may similarly be applicable to any other air vehicle, such as a helicopter or unmanned aerial vehicle (UAV).

In this example, weather-avoidance system installed in aircraft <NUM> includes at least an onboard weather radar system <NUM> and a vehicle navigation system <NUM>. Weather radar system <NUM> and vehicle navigation system <NUM> may be integrated into a single coherent unit, or alternatively, may be two physically distinct units in data communication with one another.

Onboard weather radar system <NUM> performs and processes weather radar scans. For example, weather radar system <NUM> may include at least a transmitter configured to emit a transmitted radar signal <NUM> and a receiver configured to detect a reflected radar signal <NUM>. As described further with respect to <FIG> below, onboard weather radar system <NUM> may include processing circuitry configured to identify, based on reflected signal <NUM>, one or more obstacles surrounding aircraft <NUM>, and output an indication of the obstacle(s) for display to a user, such as a pilot of aircraft <NUM>. For example, as shown in <FIG>, weather radar system <NUM> may be configured to detect, based on reflected radar signal <NUM>, an instance of inclement weather <NUM> within a current intended flight path of aircraft <NUM>. For example, inclement weather <NUM> may generally include any hazardous atmospheric disturbance, such as a storm cell, storm clouds, hail, rain, tornadoes, hurricanes, and blizzards. Onboard weather radar system <NUM> may identify one or more areas of potential headwinds and/or turbulence based on radar data corresponding to weather <NUM>.

In some examples in accordance with this disclosure, weather radar system <NUM> may be configured to determine, based on a reflected radar signal, an area of inclement weather in the travel path of the vehicle and output information indicative of the inclement weather. For example, weather radar system <NUM> may detect upcoming inclement weather <NUM> and output information indicative of characteristics of the weather <NUM>, allowing flight crew to select another flight path to avoid the inclement weather <NUM>. For example, weather radar system <NUM> may be configured to output information indicative of one or more factors relating to the inclement weather <NUM>, such as, but not limited to, a speed and/or direction of motion, a current or future proximity to aircraft <NUM>, a size and/or shape, a relative severity, and a general nature, such as whether the weather is or will be discharging precipitation, snow, hail, lightning, tornadoes, or other detritus toward the ground.

In some examples, radar system <NUM> may receive information indicative of a user input of a flight path that avoids inclement weather <NUM>, for example, by changing a horizontal direction of travel in order to circumvent weather <NUM> while maintaining a constant altitude. In some examples, the flight path may include a vertical change in altitude in order to either "jump over" or "crawl under" the inclement weather <NUM>. As previously discussed, because inclement weather <NUM> may be releasing one or more of rain, snow, hail, lightning, or tornadoes downward toward the ground, flight crew may more often determine that an upward climb in altitude to "jump over" the storm <NUM> is preferable to a downward drop in altitude for the comfort and/or safety of the vehicle's occupants.

In some examples, vehicle navigation system <NUM> may be configured to store three-dimensional radar data in a memory. In some examples, the three-dimensional radar data may include radar data corresponding to the reflected radar signals <NUM> from weather <NUM>. Three-dimensional weather data may include data for one or more points within a three-dimensional Cartesian space. Vehicle navigation system <NUM> may update the three-dimensional radar data stored in the memory based on the most recent data arriving at aircraft <NUM>, so that the three-dimensional radar data reflects the current state of weather <NUM>. Vehicle navigation system <NUM> may, in some examples, output at least some of the three-dimensional radar data for display on a user interface (e.g., a touchscreen) so that users can view the data. In some examples, the user interface may receive one or more inputs based on the information displayed on the user interface.

A touchscreen of navigation system <NUM> is configured to display a two-dimensional overhead profile of the weather <NUM>. The navigation system <NUM> displays the two-dimensional overhead profile based on the three-dimensional radar data stored in the memory. The two-dimensional overhead profile of the weather <NUM> indicates information corresponding to the weather <NUM>. For example, the two-dimensional overhead profile may indicate a position of the aircraft and a position of the weather <NUM> from a perspective above the aircraft and the weather <NUM> looking at the ground. The touchscreen may also be configured to display a cross-section of weather data at a certain altitude requested by the user. For example, weather <NUM> may differ based on the altitude, and the user may want to view weather <NUM> at a certain altitude. Since the radar data stored in the memory is three-dimensional, the navigation system <NUM> may display a "slice" of the three-dimensional weather data corresponding to an altitude. The touchscreen of navigation system <NUM> may display weather <NUM> at an altitude requested by the user and/or display a top-down view of weather <NUM> from a perspective above weather <NUM> and aircraft <NUM>.

The navigation system <NUM> receives, via the touchscreen, a user selection of a region of weather <NUM> near the aircraft. Navigation system <NUM> may determine, based on three-dimensional radar data, additional information corresponding to the selected region of the weather. In some examples, the additional information comprises a maximum altitude of the selected region of the <NUM> weather. In some examples, the additional information comprises a maximum altitude of the selected region of the weather <NUM> corresponding to an above-threshold radar reflectivity.

Navigation system <NUM> may output, for display by the touchscreen, a two-dimensional overhead profile of the weather <NUM> overlaid with an indication of the additional information about the selected region. In some examples, the additional information comprises a maximum altitude of the selected region of the weather <NUM>. In some examples the additional information comprises a maximum altitude of the selected region of the weather <NUM> corresponding to an above-threshold radar reflectivity. Navigation system <NUM> may receive, via the touch screen, information indicative of a user selection of a threshold radar reflectivity value. Based on receiving the user selection of the threshold radar reflectivity value, navigation system <NUM> may set the threshold radar reflectivity value. Navigation system <NUM> may determine the maximum altitude of the selected region of the weather <NUM> that is above the threshold radar reflectivity selected by the user. It is not required for navigation system <NUM> to set the threshold radar reflectivity based on a user selection. In some examples, the threshold radar reflectivity is pre-programmed. In some examples, navigation system <NUM> may set the threshold radar reflectivity based on one or more instructions received from a remote computing device.

Navigation system <NUM> receives, from the touchscreen, an indication of a proposed flight path on the two-dimensional overhead profile displayed on the touchscreen. In some examples, the touchscreen may receive one or more touch inputs that define one or more vectors of the proposed flight path. In some examples, the one or more touch inputs to the touchscreen may represent fingers moving across the touchscreen. For example, the touch inputs may include "dragging" or "swiping" finger movements across the touchscreen that is displaying the two-dimensional overhead profile. Additionally, or alternatively, the one or more touch inputs may include touch inputs at single points on the two-dimensional overhead profile. Navigation system <NUM> display the proposed flight path on the touchscreen as the user makes the one or more touch inputs. Navigation system <NUM> may output, to the touchscreen, one or more buttons giving the user the opportunity to cancel or alter the proposed flight path. Additionally, or alternatively, navigation system <NUM> may output, to the touchscreen, an option to submit the proposed flight path while the proposed flight path is visible over the two-dimensional overhead profile. This allows the user to determine that the two-dimensional overhead profile is ready, and submit the two-dimensional overhead profile. When the proposed flight path is complete, navigation system <NUM> may determine the proposed flight path based on the one or more touch inputs to the touchscreen.

The proposed flight path received via the touchscreen of navigation system <NUM> comprises one or more overhead flight vectors, wherein the one or more overhead vectors form one or more overhead angles. A first overhead flight vector forms an angle with a second overhead flight vector. In some examples, each flight vector of the two or more overhead flight vectors represents a straight line over the two-dimensional overhead profile. Each angle of the one or more overhead angles may represent a proposed turn (e.g., pivot) in the proposed flight path. The proposed flight path described herein is not limited to straight flight vectors. In some examples, a proposed flight path may include one or more curved overhead flight segments. The proposed flight path may include only straight overhead vectors, a mix of straight overhead vectors and curved overhead flight segments, or only curved overhead flight segments. In any case, the proposed overhead flight path may include one or more segments that traverse the two-dimensional overhead profile from a first point to a second point. The first point, in some cases, may be a present location of the aircraft <NUM> on the two-dimensional overhead profile.

Navigation system <NUM> determines, based on three-dimensional radar data stored in a memory of the navigation system <NUM> and the proposed flight path received via the touchscreen, a two-dimensional vertical side profile of the weather <NUM> along the proposed flight path. Since each section of the proposed flight path represents a path across the two-dimensional overhead profile, navigation system <NUM> may determine a vertical side profile corresponding to the proposed flight path. The vertical side profile may represent a vertical profile of the environment along the proposed flight path from a first location to a second location.

In some examples, to determine the two-dimensional vertical side profile, navigation system <NUM> is further configured to determine, based on the three-dimensional radar data and the two or more overhead flight vectors, one or more vertical side profiles including a vertical side profile corresponding to each section of the one or more sections of the flight path. Since the proposed flight path is overlaid on the two-dimensional overhead profile representing an overhead view of weather <NUM> from the top down, navigation system <NUM> may determine a vertical cross-section of the three-dimensional radar data corresponding to each section of the one or more sections of the flight path. In other words, the two-dimensional vertical side profile may include a full vertical profile along the proposed flight path such that the vertical side profile indicates the weather from the ground up to an altitude above the ground at every point along the proposed flight path. Navigation system <NUM> may combine the overhead vertical side profiles corresponding to the sections of the proposed flight path to create a single two-dimensional vertical side profile indicating weather along the proposed flight path.

Navigation system <NUM> outputs the two-dimensional vertical side profile for display by the touchscreen. In some examples, navigation system <NUM> may output the two-dimensional vertical side profile in response to a user request to display the vertical side profile. In some examples, the navigation system <NUM> may output an option to select either a vertical profile or an overhead profile. When the user inputs a proposed flight path over the two-dimensional overhead profile, navigation system <NUM> determines the two-dimensional vertical side profile corresponding to the proposed flight path. Navigation system <NUM> may output, to the touchscreen, an option to toggle between displaying the two-dimensional overhead profile including the proposed flight path and the two-dimensional vertical side profile corresponding to the proposed flight path.

Additionally, or alternatively, navigation system <NUM> may output, to the touchscreen an option to display an automatic mode and a manual mode for the two-dimensional overhead profile of the weather <NUM>. In some examples, in the manual mode, navigation system <NUM> may represent a cross-sectional overhead view of the weather at the selected altitude level. For example, if the selected altitude level is <NUM>,<NUM> feet above sea level, navigating system <NUM> may generate a cross-sectional view at <NUM>,<NUM> feet based on the three-dimensional radar data stored in the memory of navigation system <NUM>. In some examples, navigating system <NUM> may select a cross-section of the three-dimensional radar data corresponding to the selected altitude level, and display the cross-section on the touchscreen. In the automatic mode, navigation system <NUM> may display a top-down perspective overhead view of the weather <NUM>. This perspective overhead view may show the "top" of weather <NUM> without showing a cross-sectional view that shows details of the interior of weather <NUM>. It may be beneficial to output an option to toggle between the manual mode and the automatic mode so that the user can toggle between the overhead perspective view and a cross-sectional view at a selected altitude. This is because the cross-sectional view may, in some cases, omit important whether details. For example, if the selected altitude is set too high or too low, the cross-section may completely omit the existence of weather <NUM>, but the overhead perspective view may still indicate the existence of weather <NUM>.

<FIG> depicts a block diagram of an aircraft onboard system <NUM>, including an example weather-avoidance system <NUM>, in accordance with one or more techniques of this disclosure. Weather-avoidance system <NUM> includes at least an onboard weather radar system <NUM> and a vehicle navigation system <NUM>. In some examples, weather radar system <NUM> and navigation system <NUM> are two distinct entities in data communication with one another. In other examples, weather radar system <NUM> and navigation system <NUM> may be integrated into a single coherent unit (e.g., share common processing circuitry <NUM> and/or memory <NUM>).

In some examples, weather avoidance system <NUM> includes a display <NUM>, which may include or be a weather radar display system configured to render display of weather radar data from onboard weather radar system <NUM>. Display <NUM> may also be configured to display other weather data from other weather data sensors or sources. Portions or all of aircraft onboard system <NUM> may be implemented in an integrated avionics system.

While weather radar system <NUM> is depicted separately from navigation system <NUM> and display <NUM> in <FIG>, display <NUM> may be part of or integrated with either or both of onboard weather radar system <NUM> and navigation system <NUM> in various implementations. For example, in some implementations in which aircraft onboard system <NUM> is in an integrated architecture, weather avoidance system <NUM> may be implemented as a modular avionics unit configured to collect data from all available components of onboard system <NUM>. In some examples in which aircraft onboard system <NUM> is implemented in an integrated architecture or a federated architecture, weather avoidance system <NUM> may be implemented as part of or co-located with weather data display system <NUM>, which may already be configured to collect, process, and integrate data from several or all available weather data systems and sensors onboard aircraft <NUM>. In other examples in which aircraft onboard system <NUM> is implemented in a federated architecture, onboard weather radar system <NUM> is a three-dimensional (3D) weather radar system, and display <NUM> does not have access to the full 3D scanning buffer memory of onboard weather radar system <NUM>, weather avoidance system <NUM> may be implemented as part of or co-located with onboard weather radar system <NUM>, to facilitate weather avoidance system <NUM> being configured to have access to the full 3D scanning buffer memory of onboard weather radar system <NUM>. Onboard weather radar system <NUM> is also operatively coupled to datalink system <NUM>, which may include radio transmission and reception equipment (e.g., a Ka band radio interface) configured to maintain broadband datalink communications with a datalink service.

As shown in <FIG>, weather avoidance system <NUM> includes processing circuitry <NUM>, one or more memory components <NUM> ("memory <NUM>") (which may host in-memory data stores), one or more data storage devices <NUM> ("data storage <NUM>") (e.g., hard disc drives or flash drives, which may host databases or schema-less data stores), and a communication interface (CI) <NUM> (e.g., including a network or bus connection), which is connected to one or more of the other components depicted in <FIG> and via datalink system <NUM> to datalink service <NUM>. Weather avoidance system <NUM> is thus configured to communicate via datalink service <NUM>.

In weather avoidance system <NUM>, the processing circuitry <NUM>, memory <NUM>, data storage <NUM>, and communication interface <NUM> are interconnected by communication channels <NUM>, such as a bus or communication fabric, for transporting or communicating data and instruction code between processing circuitry <NUM>, memory <NUM>, data storage <NUM>, and communication interface <NUM>. Processing circuitry <NUM> may include one or more central processing units (CPUs), one or more CPU cores, one or more graphical processing units (GPUs), or any other type of processing units. Memory <NUM> may include any form of working memory, such as any form of random access memory (RAM). Data storage <NUM> may include any form of hard disc drives, redundant array of independent discs (RAID), Flash drives, cloud storage, or any other form of data storage, and may host any form of databases, schema-less data stores, or any type of data stores. Weather avoidance system <NUM> may process incoming data and outgoing data via communication interface <NUM>, which may include interface subsystems for managing data communication with other systems and components of aircraft onboard system <NUM> including onboard weather radar system <NUM> and onboard electronic weather data display system <NUM>, and via datalink system <NUM> with datalink service <NUM>.

Datalink service <NUM> may include one or more datalink stations and one or more satellites. Satellites are configured to maintain radio broadband datalink connections with aircraft <NUM>. Satellite and datalink stations are configured to maintain a radio broadband datalink connection with each other. Datalink service <NUM> may also include ground-based datalink stations that communicate directly with aircraft <NUM>. Assets such as datalink stations and satellites may thus implement datalink service <NUM> to maintain broadband datalink connections among aircraft <NUM>, and weather-avoidance system <NUM>. Weather-avoidance system <NUM> may receive weather radar data from onboard weather radar system <NUM>. Weather avoidance system <NUM> may at least temporarily store sets of aircraft weather radar data <NUM> from onboard weather radar system <NUM> within data storage <NUM>.

<FIG> is a block diagram depicting some example components of a weather avoidance system <NUM>, in accordance with one or more techniques of this disclosure. Weather avoidance system <NUM> includes at least a weather radar system <NUM> and a vehicle navigation system <NUM>. Onboard weather radar system <NUM> includes an antenna <NUM>, processing circuitry <NUM>, communication circuitry <NUM>, and a user interface <NUM>.

Radar antenna <NUM> may be installed near the front of a vehicle, such as within the nose of aircraft <NUM>, and includes transmission circuitry <NUM> configured to transmit a transmitted radar signal <NUM> (<FIG>). For example, transmission circuitry <NUM> may pass an electric current through a magnetron or some other device, causing emission of electromagnetic waves of a given wavelength.

Radar antenna <NUM> includes receiving circuitry <NUM> configured to receive a reflected radar signal <NUM> (<FIG>). For example, receiving circuitry <NUM> may include a substance that, when struck by electromagnetic waves of reflected radar signal <NUM>, generate a characteristic electric current indicative of the reflected radar signal <NUM>, which may then be interpreted as data by processing circuitry <NUM>.

Processing circuitry <NUM> may be an example of processing circuitry <NUM> of <FIG>. Processing circuitry <NUM> may receive a signal (e.g., data) indicative of reflected radar signal <NUM>, and process the signal so as to determine one or more objects (e.g., obstructions or other obstacles) in the vicinity that would have caused the transmitted radar signal <NUM> to be reflected. For example, processing circuitry <NUM> may determine, based on reflected radar signal <NUM>, the presence of an obstacle (e.g., weather <NUM>), in the flight path of aircraft <NUM>.

In some examples, weather radar system <NUM> includes communication circuitry <NUM> in order to communicate with onboard navigation system <NUM>. Navigation system <NUM> may include communication circuitry <NUM> configured to receive information. Both or either of communication circuitry <NUM>, <NUM> may be examples of communication channels <NUM> and/or datalink system <NUM> of <FIG>.

User interface <NUM> may include a display screen configured to output a graphical or textual indication, or a speaker configured to output an audio alert. User interface <NUM> may also include a user input mechanism configured to receive an indication of the user's input of the flight path. For example, user interface <NUM> may include a touchscreen, button, switch, or other manual input device.

In other examples, processing circuitry <NUM> may be configured to communicate the flight path alteration request, via communication circuitry <NUM>, <NUM>, to weather radar system <NUM>. Radar system <NUM> may similarly be configured to display an indication of the flight path alteration request on radar system user interface <NUM>, such that the request may be reviewed by a user, such as a pilot of aircraft <NUM>, before the request is transmitted to traffic controller <NUM>.

Radar system user interface <NUM> may be configured to display a graphical indication of potential obstacles in the vicinity of aircraft <NUM>. For example, user interface <NUM> may include an output device <NUM>, such as a display screen, configured to output a graphical indication of one or more obstacles detected by reflected radar signal <NUM>. In some examples, user interfaces <NUM>, <NUM> may be the same interface, and in some examples, either or both may be examples of communication interface <NUM> and/or display <NUM> of <FIG>.

User input mechanism <NUM> may include a touchscreen, button, switch, or other manual input device through which a user may indicate approval or disapproval of the flight path alteration request.

<FIG> is a conceptual diagram illustrating a user interface <NUM> of weather avoidance system <NUM> of <FIG>, in accordance with one or more techniques of this disclosure. As seen in <FIG>, the user interface <NUM> includes a screen <NUM>, a first button <NUM>, a second button <NUM>, a third button <NUM>, a first knob, and a second knob <NUM>. User interface <NUM> is not limited to having three buttons and two knobs. User interface <NUM> may include any number of buttons, knobs, or other user controls. In some examples, user interface <NUM> may be an example of display <NUM> of <FIG> and/or user interfaces <NUM>, <NUM> of <FIG>.

Screen <NUM> may include a touchscreen, but this is not required. Screen <NUM> may include any kind of screen that is capable of displaying a digital image. In the example of <FIG>, screen <NUM> displays a two-dimensional overhead profile of weather. In the example of <FIG>, the weather includes inclement weather <NUM>. Screen <NUM> may display a location of aircraft <NUM> relative to a location of the inclement weather <NUM>. In some examples, inclement weather <NUM> is an example of inclement weather <NUM> of <FIG>. In some examples, aircraft <NUM> is an example of aircraft <NUM> of <FIG>. The weather avoidance system may output the two-dimensional overhead profile for display on screen <NUM> based on radar data collected by an aircraft on which the weather avoidance system is located. In some examples, the two-dimensional overhead profile may include a top-down view of the inclement weather <NUM>. In some examples, the two-dimensional overhead view may include a cross-sectional view of weather at a selected altitude.

The two-dimensional overhead profile may indicate a location of a section of inclement weather <NUM> relative to a location of aircraft <NUM>. Inclement weather <NUM> may include a first section <NUM>, a second section <NUM>, a third section <NUM>, and a fourth section <NUM>. User interface <NUM> may display the first section <NUM>, the second section <NUM>, the third section <NUM>, and the fourth section <NUM> to each have a different color, or a different amount of shading in order to differentiate between the sections. The weather avoidance system may determine the first section <NUM>, the second section <NUM>, the third section <NUM>, and the fourth section <NUM> based on radar data.

In some examples, each section of sections <NUM>, <NUM>, <NUM>, <NUM> may indicate a certain range of radar data values. For example, the radar data may indicate, for each location within weather <NUM>, a highest altitude of reflection. The first section <NUM> may correspond to a first range of highest altitudes of reflection, the second section <NUM> may correspond to a second range of highest altitudes of reflection, the third section <NUM> may correspond to a third range of highest altitudes of reflection, and the fourth section <NUM> may correspond to a fourth range of highest altitudes of reflection. In some examples, the fourth range is the highest range, and the first range is the lowest range. In this example, the fourth section <NUM> may indicate a location of the highest maximum reflection altitude of the inclement weather <NUM>. The example of <FIG> is not limited to displaying maximum reflection altitude data on screen <NUM>. Screen <NUM> may display any kind of data relating to the inclement weather <NUM>.

In some examples, the weather avoidance system <NUM> includes a volumetric buffer that stores radar data collected by the onboard weather radar system <NUM> located on aircraft <NUM>. Weather avoidance system <NUM> may output weather information for display on screen <NUM> based on the radar data stored in the volumetric buffer. In some examples, weather avoidance system <NUM> might not display all the information stored in the volumetric buffer on the screen <NUM>. But weather avoidance system <NUM> may, in some cases, display additional information on the screen <NUM> based on receiving one or more user requests to display additional information. For example, weather avoidance system <NUM> may receive, via screen <NUM>, a user selection of one or more areas on the screen. Weather avoidance system <NUM> may identify additional information corresponding to the one or more selected areas, and output the information for display on the screen <NUM>. In some examples, weather avoidance system <NUM> may determine key weather information of an area of interest to the user (e.g., pilot of the aircraft <NUM>).

In some examples, a user may touch an area of the screen <NUM> to confirm whether there are any reflections below the displayed inclement weather <NUM>. The weather avoidance system <NUM> may receive the user selection of the area of screen <NUM>, and determine whether there are any radar reflections below the displayed inclement weather <NUM>. The weather avoidance system <NUM> may output the information for display on the screen <NUM>.

Weather avoidance system <NUM> may receive a user selection of one or more areas of screen <NUM>. For example, weather avoidance system <NUM> may receive a user selection of the fourth section <NUM> of inclement weather <NUM>. Weather avoidance system <NUM> may, in some cases, output a message for display by screen <NUM> to confirm that the user meant to select the fourth section <NUM>. In response to receiving a confirmation via screen <NUM>, weather avoidance system may determine additional information corresponding to the fourth section <NUM>.

<FIG> is a conceptual diagram illustrating the user interface <NUM> of <FIG> that includes a screen <NUM> displaying a graphic <NUM> that indicates an area of the screen <NUM>, in accordance with one or more techniques of this disclosure. Weather avoidance system <NUM> may receive a user selection of one or more areas of screen <NUM>. For example, weather avoidance system <NUM> may receive a user selection of the fourth section <NUM> of inclement weather <NUM>. Weather avoidance system <NUM> may, in some cases, output a message for display by screen <NUM> to confirm that the user meant to select the fourth section <NUM>. In response to receiving a confirmation via screen <NUM>, weather avoidance system may determine additional information corresponding to the fourth section <NUM>.

In some examples, the graphic <NUM> is an arrow that points at an area of the screen <NUM> selected by the user in order to confirm whether the user selected the respective area. As seen in <FIG>, graphic <NUM> is an arrow that is pointing at the fourth section <NUM> of inclement weather <NUM>, indicating a user selection of the fourth section <NUM>. In some examples, the weather avoidance system <NUM> may receive a confirmation that the graphic <NUM> is pointing at the correct area, and proceed to determine additional information corresponding to the fourth section <NUM> based on receiving the confirmation.

<FIG> is a conceptual diagram illustrating the user interface <NUM> of <FIG> that includes a screen <NUM> displaying a graphic <NUM> that indicates an area of the screen <NUM> and additional information <NUM> corresponding to the area of the screen <NUM>, in accordance with one or more techniques of this disclosure.

Additional information <NUM> may represent weather information corresponding to the fourth section <NUM> of the inclement weather <NUM> selected by the user. For example, additional information <NUM> may include a highest detected reflection for the fourth section <NUM> of the inclement weather <NUM>. As described herein, "detected reflection" may represent a radar data parameter that represents a proportion of an emitted radar signal <NUM> that is reflected back to the aircraft <NUM>. The highest detected reflection for the fourth section <NUM> of the inclement weather <NUM> may represent the greatest detected reflection for any point within the fourth section <NUM> of the inclement weather.

The additional information <NUM> displayed by the screen <NUM> is not limited to the highest detected reflection of the fourth section <NUM>. The additional information <NUM> may include any weather information related to any area selected by the user. For example, the additional information <NUM> may include a highest altitude of the selected area with any level of radar reflection. For example, the highest altitude of the fourth section <NUM> with any radar reflection may represent the highest altitude of inclement weather <NUM>. This may provide pilots of the aircraft <NUM> with information for hopping over the inclement weather <NUM> by flying above the weather. In some examples, the additional information <NUM> may include a highest altitude of the selected area that has a detected reflection above a threshold detected reflection.

<FIG> is a conceptual diagram illustrating an example user interface screen <NUM> including a first screen portion 511A displaying a two-dimensional overhead profile of radar data showing a proposed flight path <NUM>, and a second screen portion 511B displaying a two-dimensional vertical side profile of radar data corresponding to the proposed flight path <NUM>, in accordance with one or more techniques of this disclosure. As seen in <FIG>, the user interface screen <NUM> displays a planned flight path <NUM> over both of the two-dimensional vertical side profile of the inclement weather <NUM> on the first screen portion 511A and the two-dimensional vertical side profile of the inclement weather <NUM> on the second screen portion 511B.

The planned flight path <NUM> extends from a current location of aircraft <NUM> through the inclement weather <NUM> to a screen endpoint <NUM>. In some examples, flight path <NUM> extends beyond the end of the screen <NUM>. The planned flight path <NUM> includes a first turn <NUM>, a second turn <NUM>, and a third turn <NUM>. As described herein, a "turn" may represent a pivot relative to the ground and/or a pivot in the angle of ascent or descent. For example, as seen on the two-dimensional vertical side profile at first turn <NUM>, the aircraft <NUM> decreases the angle of ascent. Furthermore, as seen on the two-dimensional overhead profile at first turn <NUM>, the aircraft <NUM> pivots to the right relative to the ground.

In some examples, weather avoidance system <NUM> may generate the two-dimensional overhead profile of inclement weather <NUM> and aircraft <NUM> for display by the first screen portion 511A based on radar data stored in a memory of weather avoidance system <NUM>. For example, the radar data stored in the memory of weather avoidance system <NUM> may include three-dimensional radar data. The three-dimensional radar data may include a reflection level corresponding to each point within a three-dimensional space. In some examples, radar reflection levels may be higher in areas of inclement weather such as weather <NUM>. In some examples, radar reflection levels may be very low or nonexistent in areas of clear weather. Since the weather data is three-dimensional, weather avoidance system <NUM> may generate both a top-down overhead view of inclement weather <NUM> and a side view of the inclement weather <NUM> based on the same pool of data.

As described herein, a "top-down overhead view" refers to a view of weather from a position above the ground looking towards the ground. In some examples, a "vertical side profile" refers to a view from a position to the side of the weather looking towards the weather. The vertical side profile may extend from the ground to a point above the ground so that the profile shows the weather at different altitudes.

In some examples, weather avoidance system <NUM> may generate the vertical side profile corresponding to the planned flight path <NUM> based on the three-dimensional radar data stored in the memory and the overhead view of the planned flight path <NUM>. For example, weather avoidance system <NUM> may identify one or more vertical slices of weather data based on vectors of the overhead view of the planned flight path <NUM> displayed by first portion 511A of screen <NUM>. For example, weather avoidance system <NUM> may overlay a first vector between the current location of aircraft <NUM> and first turn <NUM>, a second vector between first turn <NUM> and second turn <NUM>, a third vector between second turn <NUM> and third turn <NUM>, and a fourth vector between third turn <NUM> and point <NUM>. Weather avoidance system <NUM> may identify a horizontal slice corresponding to each of the first vector, the second vector, the third vector, and the fourth vector and combine these horizontal slices to generate the vertical side profile displayed by second section 511B of screen <NUM>.

<FIG> is a conceptual diagram illustrating an example user interface screen <NUM> including a first screen portion 511A displaying a two-dimensional overhead profile of radar data showing a proposed flight path <NUM> and an alternative flight path <NUM>, and a second screen portion 511B displaying a two-dimensional vertical side profile of weather data corresponding to the alternative flight path <NUM>, in accordance with one or more techniques of this disclosure. In some examples, alternative flight path <NUM> may represent a flight path input to screen <NUM> as an alternative to proposed flight path <NUM>. As seen in <FIG>, alternative flight path <NUM> routes aircraft <NUM> on a flight path that does not fly through inclement weather <NUM>.

In some examples, the alternative flight path <NUM> illustrated in the second screen portion includes one or more vertical flight vectors. Each vertical flight vector of the one or more vertical flight vectors represents a segment of the alternative flight path <NUM> through the two-dimensional vertical side profile. Processing circuitry may determine the one or more vertical flight vectors corresponding to the alternative flight path <NUM> through the two-dimensional overhead profile. The processing cirucitry may output the one or more vertical flight vectors corresponding to the alternative flight path <NUM> for display over the two-dimensional vertical side profile on the second screen portion 511B.

In some examples, screen <NUM> is part of a weather avoidance system <NUM> onboard aircraft <NUM>. Screen <NUM> may represent a touchscreen. Screen <NUM> may receive one or more touch inputs to the first portion 511A that draw the alternative flight path <NUM>. For example, a user may draw their finger over the first portion 511A of the screen <NUM> to create the alternative flightpath <NUM> so that the alternative flight path <NUM> avoids the inclement weather <NUM>.

The second portion 511B displays a vertical side profile view that shows one or more vertical slices of data from the three-dimensional radar data stored in the memory. By allowing the user to input flight paths, the screen <NUM> provides the user an easy way of analyzing different candidate flight paths. The user may enter a flight path by sliding a finger or by touching different graphical waypoints. Then the weather avoidance system <NUM> may generate a vertical profile view for the alternative flight path, giving the radar data corresponding to the alternative flight path.

<FIG> are conceptual diagrams illustrating an automatic mode and a manual mode for displaying an overhead view of weather data, in accordance with one or more techniques of this disclosure. In some examples, a screen <NUM> may display weather data corresponding to an area proximate to an aircraft and/or an area through which the aircraft is expected to fly. In the automatic mode of <FIG>, the weather may include a bird's eye view of the weather, from a perspective above the aircraft looking towards the ground. In the manual mode, the screen <NUM> may display a slice of weather data at a selected altitude (e.g., <NUM>,<NUM> feet).

It may be beneficial for a flight crew to keep one display in automatic mode and another display in a manual flight level mode. This way, flight crew can compare differences between the automatic mode and the manual mode. Screen <NUM> may toggle between manual mode and automatic mode. This feature is also beneficial in an aircraft flown by a signal pilot. In this example, the pilot uses the touch screen <NUM> to toggle from automatic mode to manual mode. Manual mode can be set to any altitude level. In some examples, a user may select an altitude for the manual mode. Once in manual mode, the pilot could toggle back to automatic mode by touching 'Auto' on the display.

<FIG> is a conceptual diagram indicating a screen <NUM> displaying one or more offshore locations, in accordance with one or more techniques of this disclosure. For example, screen <NUM> may display offshore location <NUM>. Rotary aircraft (e.g., helicopters) may be used for flights to offshore locations, such as oil rigs. The offshore locations may have onboard devices that that highlight their location on a screen <NUM> of the aircraft. As seen in <FIG>, offshore location <NUM> is visible on screen <NUM>. When screen <NUM> is a touch screen, a user may select a target such as offshore location <NUM>, and then the screen <NUM> may display the information related to the selected target. In some examples, the information may include a unique identifier. Screen <NUM> may also include a graphic <NUM> that indicates the selected target.

<FIG> are conceptual diagrams illustrating a screen <NUM> displaying weather data, in accordance with one or more techniques of this disclosure. In the example of <FIG>, the screen <NUM> may display data within box <NUM> in response to user input. In the example of <FIG>, the screen <NUM> may display weather data in response to user input.

A memory may store three-dimensional radar data that includes more data than is typically displayed. When a user wants to view weather data that is further out than the current range, the screen <NUM> allows the user to input a touch gesture that allows the user to see beyond the selected range without needing to adjust the range. The touch input to the screen <NUM> may include a 'pull' gesture that reveals that is beyond the current range. When the finger leaves the screen <NUM>, the display may 'snap back' to a previous position. The user may select a range that causes screen <NUM> to shows what is in the white box <NUM>. The user may take a quick look to see what is beyond the selected display range. The pilot may use a touch gesture to pull' data onto the screen <NUM>.

When the screen <NUM> receives the pull gesture, the range remains the same, but the data in the solid white box <NUM> is shown. When the user releases the gesture, the display snaps back to where it was before. There are several other controls that a screen could allow. For example, the controllers may have a knob to select an altitude slice. A simple touch gesture could also be implemented to select the altitude slice. Similarly, range could also be selected using well-known touch screen gestures. Other controls that are implemented on the control panels can also be replicated with the touch screen.

<FIG> is a flow diagram illustrating an example operation for outputting information corresponding to a selected region, in accordance with one or more techniques of this disclosure. For convenience, <FIG> is described with respect to weather avoidance system <NUM> of <FIG>. However, the techniques of <FIG> may be performed by different components of weather avoidance system <NUM> or by additional or alternative devices.

Weather avoidance system <NUM> may output, for display by a touchscreen, a two-dimensional overhead profile of inclement weather <NUM> near an aircraft <NUM> (<NUM>). In some examples, the two-dimensional overhead profile may include radar data that indicates one or more reflectivity parameters indicative of inclement weather. Weather avoidance system <NUM> may receive, from the touchscreen, and indication of a selected region of the inclement weather <NUM> near the aircraft <NUM> (<NUM>). In some examples, the indication is a touch input at the selected area. Weather avoidance system <NUM> may determine, based on three-dimensional radar data stored in a memory, additional information corresponding to the selected region (<NUM>). In some examples, additional information may include one or more reflectivity parameters. Weather avoidance system <NUM> may output, for display by the touchscreen, the two-dimensional overhead profile of the weather <NUM> overlaid with an indication of the additional information about the selected region (<NUM>).

In one or more examples, the circuitry described herein may utilize hardware, software, firmware, or any combination thereof for achieving the functions described. Those functions implemented in software may be stored on or transmitted over, as one or more instructions or code, a computer-readable medium and executed by a hardware-based processing unit.

Instructions may be executed by one or more processors. The one or more processors may, for example, include one or more DSPs, general purpose microprocessors, application specific integrated circuits ASICs, FPGAs, or other equivalent integrated or discrete logic circuitry. In addition, in some aspects, the functionality described herein may be provided within dedicated hardware and/or software modules configured for performing the techniques described herein.

Claim 1:
A computing system configured to mount on an ownship vehicle, the computing system comprising:
a memory (<NUM>) configured to store three-dimensional radar data indicating weather (<NUM>) proximate to the ownship vehicle;
a touchscreen; and
processing circuitry (<NUM>, <NUM>) configured to:
output, for display by the touchscreen (<NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>), a two-dimensional overhead profile of the weather proximate to the ownship vehicle;
receive, from the touchscreen, an indication of a selected region of the weather proximate to the ownship vehicle;
determine, based on the three-dimensional radar data, additional information (<NUM>) corresponding to the selected region of the weather; and output, for display by the touchscreen, the two-dimensional overhead profile of the weather overlaid with an indication of the additional information about the selected region, characterized in that the processing circuitry (<NUM>, <NUM>) is further configured to:
receive, from the touchscreen, an indication of a proposed flight path on the two-dimensional overhead profile;
determine, based on the three-dimensional radar data and the proposed flight path, a two-dimensional vertical side profile of the weather (<NUM>) along the proposed flight path; and
output the two-dimensional vertical side profile for display by the touchscreen,
wherein the proposed flight path comprises two or more overhead flight vectors, wherein the two or more overhead vectors form one or more overhead angles, and
wherein to determine the two-dimensional vertical side profile, the processing circuitry (<NUM>, <NUM>) is further configured to:
determine, based on the three-dimensional radar data and the two or more overhead flight vectors, two or more vertical side profiles including a vertical side profile corresponding to each overhead flight vector of the two or more overhead flight vectors; and
combine the two or more overhead vertical side profiles to create the two-dimensional vertical side profile so that the two-dimensional vertical side profile indicates weather (<NUM>) along the proposed flight path.