Patent ID: 12260766

DETAILED DESCRIPTION

Before explaining one or more embodiments of the disclosure in detail, it is to be understood that the embodiments are not limited in their application to the details of construction and the arrangement of the components or steps or methodologies set forth in the following description or illustrated in the drawings. In the following detailed description of embodiments, numerous specific details may be set forth in order to provide a more thorough understanding of the disclosure. However, it will be apparent to one of ordinary skill in the art having the benefit of the instant disclosure that the embodiments disclosed herein may be practiced without some of these specific details. In other instances, well-known features may not be described in detail to avoid unnecessarily complicating the instant disclosure.

As used herein a letter following a reference numeral is intended to reference an embodiment of the feature or element that may be similar, but not necessarily identical, to a previously described element or feature bearing the same reference numeral (e.g.,1,1a,1b). Such shorthand notations are used for purposes of convenience only and should not be construed to limit the disclosure in any way unless expressly stated to the contrary.

Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present).

In addition, use of “a” or “an” may be employed to describe elements and components of embodiments disclosed herein. This is done merely for convenience and “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.

Finally, as used herein any reference to “one embodiment” or “some embodiments” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment disclosed herein. The appearances of the phrase “in some embodiments” in various places in the specification are not necessarily all referring to the same embodiment, and embodiments may include one or more of the features expressly described or inherently present herein, or any combination or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure.

Broadly speaking, embodiments of the inventive concepts disclosed herein are directed to a heads-up display (HUD) and user interface incorporating interactive heads-up display and control of traffic targets. For example, traffic information may be displayed via the HUD in conformance to actual proximate traffic, and interactive controls allow the pilot to directly manage traffic targets through the HUD while eyes-out, eliminating the need to cycle back and forth with heads-down traffic displays and enhancing general situational awareness.

Referring toFIG.1, a heads-up display100(HUD) incorporating heads-up interactive traffic overlay is disclosed.

In embodiments, the HUD100may include a fixed transparent display positioned in a line of sight between the eyes/head of the pilot/co-pilot and a forward cockpit window. In some embodiments, the HUD100may include head-worn or helmet-mounted displays (HWD, HMD) worn by a pilot/co-pilot or operator of the aircraft and presenting a dynamic view based on the orientation of the pilot's head relative to the aircraft. In some embodiments the HUD100may include one or more synthetic display feeds corresponding to a field of view (FOV). For example, the FOV may be a static FOV fixed relative to the aircraft (e.g., in the case of a HUD fixed in front of an aircraft window), and corresponding to the display size, e.g., X degrees horizontal by Y degrees vertical. Alternatively, the FOV may be a dynamic FOV, e.g., the FOV of HMD/HWD systems may be fixed to the position and orientation (e.g., pose) of the head of the pilot or operator, and may shift as the head moves.

In embodiments, the HUD100may incorporate Synthetic Vision Systems (SVS), Enhanced Vision Systems (EVS), Combined Vision Systems (CVS), and other like means of visually representing the environment proximate to the aircraft. For example, Combined Vision displays may include real-time camera feeds (e.g., visible light and/or infrared) of the terrain102over which the aircraft is in flight, enhanced by terrain data or other supplementary information. The HUD100may include a primary flight display (PFD) or selected PFD instruments or components, e.g., artificial horizon104, airspeed indicator106, altimeter108, heading indicator110.

In some embodiments, the HUD100may include proximate air traffic112. For example, proximate air traffic112may include any commercial or civil aircraft close enough to the ownship for visual identification (e.g., and any unmanned aircraft close enough, or large enough, for visual identification). For example, while the pilot may be able to confirm the presence of proximate air traffic112, e.g., via visual identification, the pilot may not be able to confirm the unique identities of each proximate aircraft112via visual identification alone. Accordingly, conventional methods may require the pilot to alternate between a HUD and a heads-down Cockpit Display of Traffic Information (CDTI) or other traffic display in order to match each visually identified proximate aircraft to a traffic target displayed via CDTI.

In embodiments, the HUD100may receive CDTI traffic information and generate a HUD traffic overlay comprising interactive symbols matched to each proximate aircraft112according to its relative position, e.g., where the proximate aircraft would appear as viewed through the transparent display surface. For example, the aircraft may be equipped with collision avoidance (e.g., aircraft collision avoidance systems, traffic collision avoidance systems (ACAS, TCAS)) and/or surveillance radar systems (including, but not limited to, automatic dependent surveillance-broadcast (ADS-B) or other sensor-based systems capable of receiving encoded messages from ground-based air traffic control facilities or directly from proximate aircraft. Traffic information may include identifying information (e.g., tail numbers or other unique identifiers) and position information (e.g., latitude, longitude, altitude) of any adequately configured aircraft in range. Traffic information may include unmanned aircraft systems (UAS) if said UAS are configured with the proper equipment for ownship position determination and ADS-B information. In embodiments, the HUD100traffic overlay may be superimposed over other visual content presented by the HUD (e.g., SVS/EVS/CVS feeds), or the HUD traffic overlay may be displayed independent of any other visual content.

In embodiments, all aircraft corresponding to a position and identifier received by the HUD100may be displayed by the HUD as interactive symbology114corresponding to the decoded position information. For example, all identified aircraft within a threshold range and within the field of view of the HUD100may be represented by interactive symbology114based on the relative position of the identified aircraft to the ownship position of the embodying aircraft, e.g., as determined by onboard global navigation satellite system (GNSS)-based or other like position receivers.

In embodiments, the interactive symbology114of the traffic overlay system of the HUD100may indicate not only the relative position of all proximate aircraft112but also a status of each proximate aircraft relative to the HUD traffic overlay system. For example, the interactive symbology114may additionally indicate if a proximate aircraft112is currently highlighted by the HUD100(e.g., via a cursor116), selected by the HUD, or designated by the HUD (e.g., as an “othership”) for CDTI assisted visual separation (CAVS), Flight Deck Interval Management (FIM), and/or other like approach spacing or traffic applications. In some embodiments, traffic information may include proximate aircraft112whose positions are within range of the HUD100traffic overlay system but whose positions relative to the ownship position are outside the field of view of the HUD100. Interactive symbology114amay indicate such “parked” aircraft whose relative positions are outside the field of view, e.g., behind the aircraft (or behind the current orientation of the pilot, for HMD/HWD implementations). For example, “parked” aircraft may be represented by interactive symbology114aincorporating broken or dotted lines and positioned along an edge of the FOV of the HUD100corresponding to the relative position of the “parked” aircraft (e.g., at an approximately 7 o'clock bearing relative to the ownship).

In embodiments, the HUD100may display each interactive symbol114,114asuch that the center of the displayed symbol corresponds with the reported position and altitude data of the corresponding proximate aircraft112. For example, if received position and altitude data is not within predetermined accuracy tolerances, interactive symbology may not be displayed. In some embodiments, the size of a displayed symbol may be fixed or may be dynamic based on one or more preselected factors, e.g., distance/range and/or position accuracy/uncertainty.

In embodiments, the HUD100may include an interactive heads-up control system allowing the pilot to manage traffic target display and applications without looking away from the HUD. For example, the heads-up controls allow the pilot to toggle HUD100traffic overlay between active and inactive status (e.g., “on” or “off”) and cycle/traverse a cursor through each identified proximate aircraft112in sequence. All proximate aircraft112may be organized into an ordered sequence or hierarchy by the HUD100based on one or more criteria selected by the pilot; for example, sequence criteria may be preset in advance or modified via the heads-up control, as disclosed in greater detail below. The interactive symbols114corresponding to each proximate aircraft112may vary to indicate the current status of each proximate aircraft with respect to the HUD100traffic overlay and with respect to CAVS and other traffic applications, including (but not limited to): normal; highlighted (e.g., a proximate aircraft currently highlighted by the cursor116, but which the pilot has not selected or designated); selected (e.g., a proximate aircraft which the pilot has selected for possible traffic applications; may be highlighted or non-highlighted, e.g., the cursor has been moved or has timed out); designated (e.g., designated by the pilot for CAVS or another traffic application).

Referring now toFIGS.2A and2B, the HUD100traffic overlay system is disclosed. The HUD100may include control processors202, heads-up display components204(e.g., including graphics processors and display surfaces), and heads-up controller206.

In embodiments, the control processors202may receive traffic information from traffic collision avoidance systems208(TCAS), ADS-B In receivers210, and other like collision avoidance and/or traffic monitoring systems. For example, traffic information may include unique identifiers (e.g., tail numbers, ICAO identifiers) and position information (latitude, longitude, altitude) corresponding to proximate aircraft (112,FIG.1). Based on received traffic information, the control processors202may display interactive symbology212a-ecorresponding to the positions of reporting proximate aircraft112(or, e.g., superimpose interactive symbology over the synthetic display imagery (e.g., EVS, SVS)), as shown byFIG.2B. (See also, e.g.,FIG.1,114/114a.)

Referring also toFIG.2B, in embodiments the HUD100traffic overlay may arrange and/or modify interactive symbology212a-ebased on one or more criteria (e.g., horizontal distance from ownship, angular displacement from boresight) selectable by the pilot and modifiable via the heads-up controller206. For example, the control processors202may determine that the position of the proximate aircraft corresponding to the interactive symbol212ais closest to the ownship position, and that therefore the interactive symbol212ais to be placed first in the ordered sequence of interactive symbols212a-d. In some embodiments, the interactive symbol212amay also be displayed with increased or reduced prominence (e.g., greater or lesser brightness, increased or decreased size, change in color) relative to other interactive symbols to reflect the proximity of the corresponding aircraft112(e.g., or more generally the priority of the corresponding aircraft with respect to the ordered sequence of aircraft reporting position information). Similarly, the pilot may (e.g., via the heads-up controller206, advance in turn through the interactive symbols212b-dcorresponding to more distant aircraft112(e.g., but still within the FOV of the HUD100), and then to the interactive symbol212ecorresponding to a “parked” aircraft behind the ownship and/or its pilot (and thereby represented by a dashed symbol positioned at an edge of the FOV of the HUD100and corresponding to the relative position of the “parked” aircraft).

In some embodiments, the control processors202may be in communication with attitude sensors or other aircraft sensors. For example, if an unusual attitude of the aircraft is detected, the HUD100may automatically discontinue interactive symbology212a-eto reduce clutter within the HUD (which may distract the pilot from resolving the unusual attitude). Similarly, the TCAS208may issue a resolution advisory (RA) to the pilot or flight crew (e.g., recommending maneuvers and/or maneuver restrictions to either achieve or maintain separation from a threat). In some embodiments, the HUD100may automatically discontinue interactive symbology114,212a-ein the event of an RA issued by the TCAS208. In some embodiments, the HUD100may remove one or more interactive symbols212a-ein the event of a data loss or data fault with respect to the position information reported by the corresponding proximate aircraft112. For example, if a proximate aircraft112ceases transmitting position information, or the transmission is not received, or position information is not within a desired accuracy tolerance, the corresponding interactive symbol212a-emay be removed from the HUD100traffic overlay until accurate position information is once again received.

Referring now toFIG.3, the interactive symbology114,114aof the HUD traffic100overlay ofFIG.1is disclosed.

In embodiments, the interactive symbology114may indicate a status (e.g., with respect to CDTI and any applicable traffic applications) of each proximate aircraft (112,FIG.1) for which the HUD100has traffic information (e.g., an identifier and position). For example, the symbol302may indicate a proximate aircraft112having normal status, e.g., any aircraft within the threshold range, within the field of view, and not otherwise highlighted, selected, or designated. The symbol304may indicate a proximate aircraft112having normal status (e.g., neither selected nor designated) but which is currently highlighted by the HUD100traffic overlay cursor116. The symbol306may indicate a proximate aircraft112selected by the HUD100traffic overlay and which is still highlighted by the cursor116. For example, the pilot (e.g., via the heads-up controller206) may select a traffic target for display of additional received or derived traffic information (as disclosed in greater detail below) but without designating the traffic for CAVS or other like applications. Similarly, the symbol308may indicate a proximate aircraft112selected but no longer highlighted by the cursor116. The symbol310may indicate a proximate aircraft112designated for CAVS by the pilot. For example, when a traffic target is selected (306), the HUD100traffic overlay may display a menu of traffic applications from which the pilot may select a specific application for which the corresponding proximate aircraft will be designated as “othership”. The proximate aircraft may shift status from selected/highlighted (306) to designated (310), as the cursor116is removed upon designation.

In embodiments, the interactive symbology114a, e.g., the interactive symbols312,314,316,318,320, may be implemented and may function similarly to the interactive symbols302,304,306,308,310, except that the interactive symbols312,314,316,318,320may indicate “parked” aircraft having, respectively, a normal status (312); highlighted/deselected status (314); highlighted/selected status (316); selected/non-highlighted status (318); and designated status (320). For example, the interactive symbols312,314,316,318,320may be displayed by the HUD100traffic overlay similarly to the interactive symbols302,304,306,308,310, except that the interactive symbols312,314,316,318,320may be fully or partially rendered in dashed or broken lines.

In some embodiments, the heads-up controller206may include a control knob or other like heads-up manual controller206amanually operable by the pilot/co-pilot without looking away from, or otherwise taking their focus off, the HUD100. In some embodiments, the heads-up controller206may include a voice-activated command system206b; for example, the pilot may manually trigger the voice-activated command system to listen for and decode verbal command input and perform HUD100traffic overlay functions based on the decoded command input. Heads-up controller systems206a-bare disclosed in greater detail below. In embodiments, the interactive symbology114,114ais not limited to the symbols described above, but may include other symbols and combinations of symbols configured to convey the same information.

Referring toFIG.4, in embodiments, the HUD (100,FIG.1) traffic overlay may augment interactive symbology (114/114a,FIG.3) by displaying additional information corresponding to the proximate aircraft (112,FIG.1) associated with a displayed interactive symbol. For example, the interactive symbols302and304may correspond to a proximate aircraft112having tail number N60RC (e.g., or some other unique identifier corresponding to the particular aircraft), which information may be obtained by the HUD100traffic overlay by decoding inbound position messages received by a TCAS or ADS-B receiver (208,210;FIG.2). The tail number or identifier (402) may be displayed directly below the corresponding interactive symbols302,304to aid in visual confirmation of the specific and correct traffic target.

In embodiments, the interactive symbol308amay be implemented and may function similarly to the interactive symbol308ofFIG.3, except that for selected and/or designated traffic targets (e.g., also including selected/highlighted traffic targets (306,FIG.3) and designated traffic targets (310,FIG.3)), the HUD100traffic overlay may display additional textual information and/or graphic information. For example, the control processors (202,FIG.2) may derive additional pertinent information about specific proximate aircraft (112,FIG.1) based on position information received from the proximate aircraft (or, e.g., based on trends observed within multiple position reports over time from the same traffic target). For example, the HUD100traffic overlay may display textual traffic information as a single-line display cycling between multiple data points (e.g., distance to the traffic target, relative to the ownship position (“3.5 NM”,404a); traffic speed (absolute or relative) (“230 KTS”,404b); traffic spacing/interval distance for a set time interval (e.g., 2 seconds per data point); category (e.g., single-engine land, rotorcraft, powered-lift, glider, or other aviation class rating.) Further, the HUD100traffic overlay may display relative altitude (e.g., of the traffic target relative to the ownship; plus signs (+) indicate altitude above and minus signs (−−) indicate altitude below) (“+1000 FT”,404c). The HUD100traffic overlay display may further include an upward-pointing climb arrow (406) or downward-pointing descent arrow based on whether the proximate aircraft112is climbing or descending.

Referring toFIG.5A, the method500may be implemented by the HUD100and may include the following steps.

At a step502, the HUD receives traffic information associated with one or more proximate aircraft within a threshold range of the aircraft. For example, the traffic information may be received and decoded by onboard collision avoidance and/or surveillance systems (e.g., traffic collision avoidance system (TCAS), automatic dependent surveillance-broadcast (ADS-B) receiver). In some embodiments, the traffic information may include aircraft within the field of view (FOV) of the HUD as well as aircraft within the threshold range but outside the FOV.

At a step504, the HUD traffic overlay organizes and arranges all proximate aircraft (e.g., all proximate aircraft for which traffic information has been received) into an ordered sequence according to one or more selectable proximity criteria, e.g., distance from the ownship (horizontal and/or vertical).

At a step506, the HUD displays interactive symbols over each proximate aircraft within the threshold range and associated with received traffic information. For example, the interactive symbols may indicate the status of the proximate aircraft relative to the HUD (e.g., default/normal; highlighted; selected; designated for traffic applications). In some embodiments, interactive symbols may be displayed at increased or reduced prominence (e.g., greater or lesser brightness, greater or lesser size) to indicate higher or lower priority within the ordered sequence, e.g., closer aircraft may be associated with larger/brighter symbols and more distant aircraft with smaller/dimmer symbols. In some embodiments, interactive symbols for proximate aircraft may include tail numbers or other unique aircraft identifiers. In some embodiments, interactive symbols for selected and designated aircraft may additionally include other received or derived traffic information, e.g., a distance or airspeed of the proximate aircraft; whether the proximate aircraft is above or below the ownship and whether it is climbing or descending. The HUD may display the interactive symbols independently or superimposed over other displayed visual feeds, e.g., SVS/EVS/CVS.

At a step508, the HUD traffic overlay accepts control input from a pilot/co-pilot, operator, or user via a heads-up controller. For example, the heads-up controller may include a control knob operable by the pilot while focused on the HUD, or a voice-activated controller.

Referring now toFIG.5B, a step510, the HUD traffic overlay may transition, in turn, each interactive symbol corresponding to a proximate aircraft from a non-highlighted to a highlighted status by traversing the ordered sequence based on the received control input. For example, the HUD traffic overlay may highlight with a cursor each interactive symbol in turn as directed by the user in decreasing order of distance or priority (or, e.g., based on other selectable priority criteria). In some embodiments, the HUD traffic overlay may display, next to any interactive symbol corresponding to a proximate aircraft having a normal/default status (highlighted or unhighlighted), a tail number or other unique identifier of the aircraft.

At a step512, the HUD traffic overlay transitions a cursor-highlighted interactive symbol (e.g., and its corresponding aircraft) to a selected status based on the accepted control input. For example, when a proximate aircraft is selected by the HUD traffic overlay, the traffic overlay may display additional content associated with, e.g., the relative position, airspeed, spacing, category, and/or trajectory of the proximate aircraft.

At a step514, the HUD traffic overlay designates a selected proximate aircraft for one or more traffic applications (e.g., as an “othership” for CAVS or spacing purposes) based on the accepted control input (e.g., and adjusting the corresponding interactive symbol accordingly). For example, the cursor may be removed from the displayed designated-aircraft symbol.

Referring now toFIG.5C, the method500may include an additional step516. At the step516, the HUD may automatically discontinue the traffic overlay to reduce clutter if an unusual attitude of the ownship is detected (e.g., via onboard attitude sensors).

Referring now toFIG.5D, the method500may include an additional step518. At the step518, the HUD may automatically discontinue the traffic overlay to reduce clutter. if the onboard TCAS issues a resolution advisory (RA).

Referring now toFIG.5E, the method500may include additional steps520and522. At the step520, the HUD may detect a data loss or data fault with respect to received position information. For example, position information transmissions from one or more proximate aircraft may not be received, or the received position information may be invalid, e.g., outside prescribed accuracy or data integrity limits.

At the step522, the HUD removes the interactive symbols for any proximate aircraft associated with lost, invalid, or otherwise faulty position information.

Referring toFIG.6A, the HUD100amay be implemented and may function similarly to the HUD100ofFIGS.1through4, except that the HUD100amay incorporate a heads-up manual control knob206a.

In embodiments, the heads-up manual control knob206amay be configured for controlled rotation602and downward articulation604(e.g., press-and-release). For example, controlled rotation602may involve rotating (e.g., tabbing) the heads-up control knob206ain a partial arc, either clockwise or counterclockwise. The heads-up manual control knob206amay be spring-loaded or otherwise configured to retract (606) back to its initial position after being rotated602in either direction.

Referring also toFIG.6B, example operations of the heads-up manual control knob206aand the HUD100aare disclosed. In embodiments, the heads-up manual control knob206amay incorporate combinations of controlled rotation602and downward articulation604to allow the pilot/co-pilot to convey control input to the HUD100awithout looking away from, or otherwise shifting focus from, the HUD.

For example, the pilot may press down (604a) to activate the HUD100atraffic overlay (608; similarly, pressing down may deactivate the HUD traffic overlay if is currently active). The activated traffic overlay may display interactive traffic symbols (114,FIG.1) for all proximate aircraft (112,FIG.1) within the threshold range reporting position information. To activate the cursor (116,FIG.1) the pilot may press down again (604b) to highlight the highest priority traffic target (610, e.g., the proximate aircraft112closest to the ownship). To highlight a different traffic target, the pilot may rotate (602a) the heads-up manual control knob206acounterclockwise or clockwise to sequentially traverse each interactive traffic symbol114in ascending or descending sequential order of priority (612).

Once the desired traffic target is highlighted, the pilot may press down (604c) to select the highlighted target (614), and press down once more (604d) to open an application dialog for the selected target (616). By rotating (602b), the pilot may shift control from the cursor116to the application dialog (618), and by rotating again (602c) the pilot may scroll through available spacing or traffic applications in the application dialog to designate a specific application (e.g., CAVS) for use with the selected target (620). By pressing down (604e), an application exit dialog may be opened (622), and by pressing down once more (604f), the application dialog is exited and the selected traffic target designated for the desired application (624), whereby the cursor116disappears from the now-designated traffic target.

In some embodiments, the heads-up controller206may include, but is not limited to: existing flight deck controls; multifunction dual stack knob (DSK); data tabber knob on a cursor control panel (CCP); or multifunction keypad (MKP).

Referring now toFIG.7A, the HUD100bmay be implemented and may function similarly to the HUDs100,100aofFIGS.1through6B, except that the HUD100bmay incorporate a voice-activated command system206b. The voice-activated command system may include a press-and-release control knob702and a microphone704for receiving vocal control input from the pilot/co-pilot. In embodiments, the HUD100bmay be embodied in a head-worn or helmet-mounted display (HWD, HMD) system, and the microphone704may be similarly head-worn or helmet-mounted.

In embodiments, the voice-activated command system206bmay be used instead of, or in conjunction with, the heads-up manual control knob206aofFIGS.6A-B. For example, the HUD100bmay be trained via machine learning techniques to decode or parse vocal control input spoken by the pilot and identify within the decoded control input command instructions (e.g., specific words or phrases recognizable by the HUD and associated with specific executable instructions, operations, or command sequences).

In embodiments, the pilot may hold down (706) the press-and-release control knob702to indicate vocal control input spoken into the microphone704, which vocal control input may be converted into digital signals and analyzed by the control processors202. For example, the control processors202may be trained (e.g., via analysis of the pilot's voice) to identify with sufficient confidence particular words and phrases spoken by the pilot, parsing the words and phrases into executable instructions. When the pilot has finished speaking, releasing the control knob702may signal the HUD100bto cease “listening” via the microphone704.

Referring generally toFIGS.7B through7D, example operations of the voice-activated command system206bare disclosed.

In embodiments, referring in particular toFIG.7B, the pilot may activate the HUD100btraffic overlay (708) by quickly pressing and releasing (710) the control knob702(or, e.g., deactivate the HUD traffic overlay if it is currently active). In some embodiments, activation of the HUD100btraffic overlay (708) may also be voice-activated. For example, as an alternative to pressing and releasing (710) the control knob702, the pilot may activate the HUD100btraffic overlay (708) by speaking a predetermined command word or phrase (710a; e.g., “WAKEUP”) followed by a specific traffic overlay command (e.g., “TRAFFIC ELEVEN O'CLOCK THREE THOUSAND” (712)). Similarly, in some embodiments the HUD100btraffic overlay may be prepared for spoken traffic overlay commands (e.g., as described below) by spoken command phrases710a(e.g., “WAKEUP”, “READY”) as an alternative to holding down (706a) the control knob702.

In embodiments, the pilot may verbally highlight or select traffic targets based on the position of identified proximate traffic targets providing traffic information (e.g., proximate aircraft (112,FIG.1) identified by the HUD100bwith interactive traffic symbols (114,FIG.1) displayed by the HUD. For example, given an active HUD100btraffic overlay (708) the pilot may hold down (706a) the control knob702, say, e.g., “TRAFFIC ELEVEN O'CLOCK THREE THOUSAND” (712), and release (714a) the control knob, directing the HUD100bto highlight a traffic target, e.g., an interactive traffic symbol (114,FIG.1) corresponding to a proximate aircraft at a heading around 330 degrees relative to the ownship (e.g., ahead and slightly to port) and at an altitude around 3,000 ft MSL. If no air traffic is found at or near this position, the HUD100bmay so indicate via visual or aural alert, e.g., “NO TRAFFIC TARGETS AVAILABLE”. If a traffic target is found at or near the indicated position, the HUD100bmay highlight the interactive traffic symbol114corresponding to the traffic target with a displayed cursor (116,FIG.1).

In embodiments, the HUD100bmay identify multiple traffic targets at or near the location indicated by the pilot, or may highlight a traffic target other than the desired traffic target (716). By holding down (706b) the control knob702, saying, e.g., “CYCLE LEFT”/CYCLE RIGHT” or “NEXT TARGET”/“PREVIOUS TARGET” (718), and releasing the control knob (714b), the pilot may scroll through identified traffic targets in ascending or descending order of priority until the desired traffic target is highlighted (720). By holding down (706c) the control knob702, saying, e.g., “DESIGNATE TRAFFIC FOR CAVS [e.g., or another desired spacing or traffic application]” (722), and releasing the control knob (714c), the highlighted traffic target may be designated for the desired application (724). Similarly, to terminate a designated application, the pilot may hold down (706d) the control knob702, say, e.g., “CANCEL [e.g., END/TERMINATE] CAVS” (726), and releasing the control knob (714d), terminating the application (728).

In embodiments, referring also toFIG.7C, the voice-activated command system206bmay allow the pilot to designate a specific traffic target for spacing or traffic applications based on the tail number or identifier (402,FIG.4) provided by the proximate aircraft112and displayed adjacent to the interactive traffic symbol114for the proximate aircraft. For example, the pilot may hold down (706e) the control knob702(or provide spoken command phrases710a), say “DESIGNATE NOVEMBER-SIX-ZERO-ROMEO-CHARLIE FOR CAVS [or other desired application]” (730), and release (714e) the control knob. The HUD100bmay identify the traffic target corresponding to the proximate aircraft112having tail number N60RC (402) and designate the aircraft (if said aircraft is found) for traffic applications (732).

In embodiments, referring also toFIG.7D, the voice-activated command system206bmay allow the pilot to set or update other HUD or traffic overlay parameters. For example, the pilot may hold down (706f) the control knob702(or provide spoken command phrases710a), say “SET RANGE ALERT THRESHOLD THREE MILES (734), and release (714f) the control knob, updating the threshold range to 3 NM and displaying the updated range (736) via the HUD100b. By pressing and releasing (710) the control knob702, the updated threshold range may be confirmed by the HUD100b(738).

CONCLUSION

It is to be understood that embodiments of the methods disclosed herein may include one or more of the steps described herein. Further, such steps may be carried out in any desired order and two or more of the steps may be carried out simultaneously with one another. Two or more of the steps disclosed herein may be combined in a single step, and in some embodiments, one or more of the steps may be carried out as two or more sub-steps. Further, other steps or sub-steps may be carried out in addition to, or as substitutes to one or more of the steps disclosed herein.

Although inventive concepts have been described with reference to the embodiments illustrated in the attached drawing figures, equivalents may be employed and substitutions made herein without departing from the scope of the claims. Components illustrated and described herein are merely examples of a system/device and components that may be used to implement embodiments of the inventive concepts and may be replaced with other devices and components without departing from the scope of the claims. Furthermore, any dimensions, degrees, and/or numerical ranges provided herein are to be understood as non-limiting examples unless otherwise specified in the claims.