U.S. patent application number 15/679405 was filed with the patent office on 2019-02-21 for aircraft systems and methods for unusual attitude recovery.
This patent application is currently assigned to HONEYWELL INTERNATIONAL INC.. The applicant listed for this patent is HONEYWELL INTERNATIONAL INC.. Invention is credited to Thea L. Feyereisen, Jason F. Harvey, Gang He, Ivan Sandy Wyatt.
Application Number | 20190056901 15/679405 |
Document ID | / |
Family ID | 63209217 |
Filed Date | 2019-02-21 |
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United States Patent
Application |
20190056901 |
Kind Code |
A1 |
He; Gang ; et al. |
February 21, 2019 |
AIRCRAFT SYSTEMS AND METHODS FOR UNUSUAL ATTITUDE RECOVERY
Abstract
A vehicle system and method are provided. The system includes a
processor configured to compare received data representative of a
current attitude with predetermined bank, nose up, and nose down
values to determine that an occurrence of unusual attitude is
currently underway. Upon determining that an occurrence of unusual
attitude conditions is currently underway, the system and method
generate display signals that command and control a display system
to render roll angle alert symbology. The roll angle alert
symbology includes a tracing arrowhead that more clearly shows the
direction to recover from unusual attitude conditions. Based in
part on the tracing nature of the arrowhead, provided technological
improvements are observable on display systems that are monochrome,
as well as those with color. In various embodiments, color
attributes and confining the dynamic tracing performed by the
arrowhead more clearly inform a pilot of the roll recovery
direction to recover from unusual attitude conditions.
Inventors: |
He; Gang; (Morristown,
NJ) ; Harvey; Jason F.; (Glendale, AZ) ;
Wyatt; Ivan Sandy; (Scottsdale, AZ) ; Feyereisen;
Thea L.; (Hudson, WI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
HONEYWELL INTERNATIONAL INC. |
Morrsi Plains |
NJ |
US |
|
|
Assignee: |
HONEYWELL INTERNATIONAL
INC.
Morris Plains
NJ
|
Family ID: |
63209217 |
Appl. No.: |
15/679405 |
Filed: |
August 17, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G06F 3/147 20130101;
B64D 43/00 20130101; G01C 23/005 20130101 |
International
Class: |
G06F 3/147 20060101
G06F003/147; B64D 43/00 20060101 B64D043/00 |
Claims
1. A vehicle system comprising: a memory device; and a processor
coupled to the memory device, the processor configured to: receive
current attitude data; process the current attitude data with a
predetermined bank angle; determine an associated roll angle
correction direction upon determining a current bank angle value is
greater than an absolute value of the predetermined bank angle;
generate display commands responsive to the roll angle correction
direction; and a display device configured to receive the display
commands and, responsive thereto, to selectively render an image
including roll angle alert symbology, the roll angle alert
symbology comprising a curved arrow having the characteristics of
(i) extending in the roll angle correction direction from a
starting point to an ending point, (ii) a first arrowhead
associated with the ending point, and (iii) a second arrowhead
aligned in the same direction as the first arrowhead, wherein the
second arrowhead dynamically traces the curved arrow from a
beginning point to the ending point, and then back to the beginning
point.
2. The vehicle system of claim 1, wherein the beginning point is in
between the starting point and the ending point on the curved
arrow.
3. The vehicle system of claim 1, wherein the second arrowhead
dynamically traces at a frequency that is based on a difference
between the current attitude and a desired attitude.
4. The vehicle system of claim 1, wherein the display device is
configured to only display the roll angle alert symbology when a
roll angle alert is asserted.
5. The vehicle system of claim 1, The vehicle system of claim 1,
wherein the curved arrow comprises a first and a second subsection,
each rendered in a manner that is visually distinct from the other,
and wherein the first subsection comprises the first arrowhead and
indicates a desired side to roll toward and the second subsection
comprises the starting point and indicates an undesirable side to
roll to.
6. The vehicle system of claim 5, wherein the beginning point is a
point on the curved arrow where the first subsection
originates.
7. The vehicle system of claim 6, wherein the first subsection is
rendered in green and the second subsection is rendered in red.
8. The vehicle system of claim 7, wherein the ending point is
substantially in line with a roll angle pointer.
9. The vehicle system of claim 8, wherein the image further
includes wing symbology, and wherein the starting point of the
curved arrow is rendered at the wing symbology.
10. The vehicle system of claim 9, wherein a radius and a thickness
of the curved arrow is based on features of the display device.
11. A vehicle display method, comprising: receiving current
attitude data from attitude sensors; processing the current
attitude data with a predetermined bank, a predetermined nose up
and a predetermined nose down; determining an associated roll angle
correction direction upon determining a current bank is greater
than an absolute value of the predetermined bank; and generating
display commands responsive to the roll angle correction direction;
and at a display device, receiving the display commands and,
responsive thereto, to selectively rendering an image including
roll angle alert symbology, the roll angle alert symbology
comprising a curved arrow having the characteristics of (i)
extending in the roll angle correction direction from a starting
point to an ending point, (ii) a first arrowhead associated with
the ending point, and (iii) a second arrowhead aligned in the same
direction as the first arrowhead, wherein the second arrowhead
dynamically traces the curved arrow from a beginning point to the
ending point, and then back to the beginning point.
12. The method of claim 11, further comprising rendering, on the
image, wing symbology, and wherein the starting point of the curved
arrow is at the wing symbology.
13. The method of claim 12, further comprising rendering the second
arrowhead to dynamically trace at a frequency that is based on a
difference between the current attitude and a desired attitude.
14. The method of claim 13, further comprising rendering the
beginning point in between the starting point and the ending point
on the curved arrow.
15. The method of claim 14, further comprising rendering the roll
angle alert symbology only when a roll angle alert is asserted.
16. The method of claim 15, The method of claim 1, wherein the
curved arrow comprises a first and a second subsection, each
rendered in a manner that is visually distinct from the other, and
wherein the first subsection comprises the first arrowhead and
indicates a desired side to roll to and the second section
comprises the starting point and indicates an undesirable side to
roll to.
17. The method of claim 16, wherein the beginning point is a point
on the curved arrow where the first subsection originates.
18. The method of claim 17, wherein the first subsection is
rendered in green and the second subsection is rendered in red.
19. The method of claim 16, wherein the ending point is
substantially in line with a roll angle pointer.
20. A dynamic unusual attitude roll recovery system for an
aircraft, comprising: a control module comprising a memory device
and a processor, the control module configured to: receive current
attitude data; and process the current attitude data with a
predetermined bank; and while a current bank is greater than an
absolute value of the predetermined bank, determine an associated
roll angle correction direction, and generate display commands
responsive to the roll angle correction direction; and a display
device configured to receive the display commands and, responsive
thereto, to selectively render an image including roll angle alert
symbology, the roll angle alert symbology comprising a curved arrow
having the characteristics of (i) extending in the roll angle
correction direction from a starting point to an ending point, (ii)
a first arrowhead associated with the ending point, (iii) a first
and a second subsection, each rendered in a manner that is visually
distinct from the other, the first subsection comprising the first
arrowhead and indicating a desired side to roll toward and the
second section comprising the starting point and indicating an
undesirable side to roll to, and (iv) a second arrowhead aligned in
the same direction as the first arrowhead, wherein the second
arrowhead dynamically traces the first curved arrow from a
beginning point to the ending point, and then back to the beginning
point, and the beginning point is in between the starting point and
the ending point on the curved arrow.
Description
TECHNICAL FIELD
[0001] The present invention generally relates to aircraft system
and displays, and more particularly relates to aircraft display
systems and methods that assist in unusual attitude recovery.
BACKGROUND
[0002] Aircraft and aircraft systems continue to advance in
sophistication, particularly with respect to aircraft display
systems. Flight instruments and associated displays are used on
aircraft to integrate information from data sources and to perform,
or assist a user in performing, functions related to, for example,
flight planning, guidance and navigation, and performance
management. The easier it is for the pilot to obtain and understand
the information provided by these instruments and displays, the
more likely that the pilot will be able to successfully fly the
aircraft.
[0003] One type of flight display system is an attitude indicator
that informs the pilot of the orientation of the aircraft relative
to earth. Such attitude indicators indicate the pitch (fore and aft
tilt, also referred to as nose up and nose down) and bank (side to
side tilt, also referred to as roll) of the aircraft. Although
attitude indicators are common in aircraft, any improvement that
enhances situational awareness and control of the aircraft is
beneficial.
[0004] Accordingly, it is desirable to provide improved aircraft
display systems and methods. Specifically, it is desirable to
provide aircraft display systems and methods to assist in attitude
recovery during conditions described as "unusual attitude," in
which a combination of bank and/or pitch has exceeded respective
predetermined values considered non-desirable for normal operation.
Furthermore, other desirable features and characteristics of the
present invention will become apparent from the subsequent detailed
description of the invention and the appended claims, taken in
conjunction with the accompanying drawings and this background of
the invention.
BRIEF SUMMARY
[0005] This summary is provided to describe select concepts in a
simplified form that are further described in the Detailed
Description. This summary is not intended to identify key or
essential features of the claimed subject matter, nor is it
intended to be used as an aid in determining the scope of the
claimed subject matter.
[0006] A vehicle system is provided. The vehicle system comprising:
a memory device; and a processor coupled to the memory device, the
processor configured to: receive current attitude data; process the
current attitude data with a predetermined bank angle; determine an
associated roll angle correction direction upon determining a
current bank angle value is greater than an absolute value of the
predetermined bank angle; generate display commands responsive to
the roll angle correction direction; and a display device
configured to receive the display commands and, responsive thereto,
to selectively render an image including roll angle alert
symbology, the roll angle alert symbology comprising a curved arrow
having the characteristics of (i) extending in the roll angle
correction direction from a starting point to an ending point, (ii)
a first arrowhead associated with the ending point, and (iii) a
second arrowhead aligned in the same direction as the first
arrowhead, wherein the second arrowhead dynamically traces the
curved arrow from a beginning point to the ending point, and then
back to the beginning point.
[0007] A vehicle display method is also provided. The method
comprising: receiving current attitude data from attitude sensors;
processing the current attitude data with a predetermined bank, a
predetermined nose up and a predetermined nose down; determining an
associated roll angle correction direction upon determining a
current bank is greater than an absolute value of the predetermined
bank; and generating display commands responsive to the roll angle
correction direction; and at a display device, receiving the
display commands and, responsive thereto, to selectively rendering
an image including roll angle alert symbology, the roll angle alert
symbology comprising a curved arrow having the characteristics of
(i) extending in the roll angle correction direction from a
starting point to an ending point, (ii) a first arrowhead
associated with the ending point, and (iii) a second arrowhead
aligned in the same direction as the first arrowhead, wherein the
second arrowhead dynamically traces the curved arrow from a
beginning point to the ending point, and then back to the beginning
point.
[0008] A dynamic unusual attitude roll recovery system for an
aircraft is provided. The system comprising: a control module
comprising a memory device and a processor, the control module
configured to: receive current attitude data; and process the
current attitude data with a predetermined bank; and while a
current bank is greater than an absolute value of the predetermined
bank, determine an associated roll angle correction direction, and
generate display commands responsive to the roll angle correction
direction; and a display device configured to receive the display
commands and, responsive thereto, to selectively render an image
including roll angle alert symbology, the roll angle alert
symbology comprising a curved arrow having the characteristics of
(i) extending in the roll angle correction direction from a
starting point to an ending point, (ii) a first arrowhead
associated with the ending point, (iii) a first and a second
subsection, each rendered in a manner that is visually distinct
from the other, the first subsection comprising the first arrowhead
and indicating a desired side to roll toward and the second section
comprising the starting point and indicating an undesirable side to
roll to, and (iv) a second arrowhead aligned in the same direction
as the first arrowhead, wherein the second arrowhead dynamically
traces the first curved arrow from a beginning point to the ending
point, and then back to the beginning point, and the beginning
point is in between the starting point and the ending point on the
curved arrow.
[0009] Furthermore, other desirable features and characteristics of
the system and method will become apparent from the subsequent
detailed description and the appended claims, taken in conjunction
with the accompanying drawings and the preceding background.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The present invention will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and
[0011] FIG. 1 is a block diagram of an aircraft system according to
an exemplary embodiment;
[0012] FIG. 2 is an image generated by the aircraft system of FIG.
1 according to an exemplary embodiment;
[0013] FIG. 3 is an image generated by the aircraft system of FIG.
1 subsequent to the image of FIG. 2 according to an exemplary
embodiment;
[0014] FIG. 4 is an image generated by the aircraft system of FIG.
1 according to an alternate exemplary embodiment;
[0015] FIG. 5 is an image generated by the aircraft system of FIG.
1 subsequent to the image of FIG. 4 according to an alternate
exemplary embodiment; and
[0016] FIG. 6 is a flow chart for a method for unusual attitude
recovery, according to a further exemplary embodiment.
DETAILED DESCRIPTION
[0017] The following detailed description is merely illustrative in
nature and is not intended to limit the embodiments of the subject
matter or the application and uses of such embodiments. As used
herein, the word "exemplary" means "serving as an example,
instance, or illustration." Thus, any embodiment described herein
as "exemplary" is not necessarily to be construed as preferred or
advantageous over other embodiments. All of the embodiments
described herein are exemplary embodiments provided to enable
persons skilled in the art to make or use the invention and not to
limit the scope of the invention that is defined by the claims.
Furthermore, there is no intention to be bound by any theory
presented in the preceding background or the following detailed
description.
[0018] As used herein, the term module refers to any hardware,
software, firmware, electronic control component, processing logic,
and/or processor device, individually or in any combination,
including without limitation: application specific integrated
circuit (ASIC), an electronic circuit, a processor (shared,
dedicated, or group) and memory that executes one or more software
or firmware programs, a combinational logic circuit, and/or other
suitable components that provide the described functionality. The
provided system and method may take the form of a control module
(FIG. 1, 104), and may be separate from, or integrated within, a
preexisting mobile platform management system, electronic flight
information system (EFIS) or aircraft flight control system
(FCS).
[0019] Exemplary embodiments of the disclosed control module
provide an enhancement over conventional Attitude Direction
Indicators (ADI), in part, by defining an unusual attitude
occurrence, and then determining when it is currently occurring. In
operation, the novel control module 104 processes current attitude
with predetermined bank and predetermined pitch (nose up or nose
down) theshold information. Upon determining that current
conditions indicate that an "unusual attitude" is currently
underway, a roll angle alert may be asserted. As defined herein,
"unusual attitude" is one or combination of the following
conditions: (i) a current bank angle is greater than an absolute
value of the predefined left bank angle; (ii) a current bank angle
is greater than an absolute value of the predefined right bank
angle; (iii) a current pitch angle value is greater than the
absolute value of the predetermined pitch up angle; and (iv) a
current pitch angle value is greater than the absolute value of the
predetermined pitch down angle. The information about a current, or
real-time, occurrence of an unusual attitude is provided in the
form of an image rendered on an attitude display or indicator,
generally on a primary flight display (PFD) or head up display
(HUD)
[0020] Turning now to FIG. 1, a functional block diagram of a
vehicle 100 including vehicle system 102 is depicted, in accordance
with various exemplary embodiments. Although the depicted vehicle
system 102 is generally realized as an aircraft system within a
vehicle 100 that is an aircraft, the concepts presented here can be
deployed in a variety of mobile platforms, such as land vehicles,
spacecraft, watercraft, and the like. In the depicted embodiment,
the vehicle system 102 includes: the control module 104 that is
operationally coupled to a user input device 110, a display system
112, attitude sensors 114, and altitude sensors 116. The operation
of these functional blocks is described in more detail below. In
various embodiments, the vehicle system 102 may be associated with
or form part of larger aircraft management system, such as a flight
management system (FMS) or a navigation system.
[0021] In various embodiments, the user input device 110 may
include any one, or combination, of various known user input device
devices including, but not limited to: a touch sensitive screen; a
cursor control device (CCD) (not shown), such as a mouse, a
trackball, or joystick; a keyboard; one or more buttons, switches,
or knobs; a voice input system; and a gesture recognition system.
Non-limiting examples of uses for the user input device 110
include: entering values for stored variables 164, loading or
updating instructions and applications 160, and loading and
updating the contents of the database 156, each described in more
detail below.
[0022] In one exemplary embodiment, the display system 112 may be a
panel-mounted head down display (HDD) used in avionics for
displaying flight information, as discussed below. Moreover, the
display system 112 may be any type of system, including a primary
flight display system, a head up display as an overlay, or a head
mounted display system, such as a "near to eye display" system. In
general, the display system 112 may include any device or apparatus
suitable for displaying flight information or other data associated
with operation of the aircraft, including various types of computer
generated symbols and information representing, for example, pitch,
heading, flight path, airspeed, altitude, runway information,
waypoints, targets, obstacle, terrain, and RNP data in an
integrated, multi-color or monochrome form. In particular, the
display system 112 may receive display commands from the processor
150 to display the symbology and graphics discussed below. In this
embodiment, the display system 112 is located within a cockpit of
the aircraft, vehicle 100. However, it should be appreciated that,
in practice, the display system 112 may be located outside the
aircraft (e.g., on the ground as part of an air traffic control
center or another command center like a remote piloted
aircraft).
[0023] The display system 112 may be implemented using one or more
of any of numerous known display devices suitable for rendering
textual, graphic, and/or iconic information in a format viewable by
a user. The display devices may provide three dimensional or two
dimensional images, and may provide synthetic vision imaging.
Non-limiting examples of such display devices include cathode ray
tube (CRT) displays, and flat panel displays such as LCD (liquid
crystal displays) and TFT (thin film transistor) or organic LED
(OLED) displays. Accordingly, each display device responds to a
communication protocol that is either two-dimensional or three, and
may support the overlay of text, alphanumeric information, or
visual symbology. As described in more detail below, display system
112 may be responsive to user input via user input device 110
and/or be under the control of the control module 104.
[0024] The altitude sensors 116 may be any one of or combination of
existing altitude sensors, for example barometric altimeter, global
positioning systems (GPS), radar altimeter (RADALT), air data
computer (ADC), or a geometric altitude calculated from information
from the other types of altitude sensors. The attitude sensors 114
may broadly refer to roll-angle and pitch angle information
sources, such as an inertial reference system (IRS), attitude and
heading reference system (AHRS), separate gyroscopes, and/or other
types of sources.
[0025] The control module 104 performs the functions of the vehicle
system 102. With continued reference to FIG. 1, within the control
module 104, the processor 150 and the memory 152 (having therein
the program 162) form a processing engine that performs the
described processing activities in accordance with the program 162,
as is described in more detail below. The control module 104
provides a technological improvement to the conventional display of
attitude information, in part, by providing a more comprehensive
representation of roll recovery for an occurrence of unusual
attitude.
[0026] The control module 104 includes an interface 154,
communicatively coupled to the processor 150 and memory 152 (via a
bus 155), database 156, and an optional storage disk 158. In
various embodiments, the control module 104 performs actions and
other functions in accordance with steps of a method 600 described
in connection with FIG. 6. The processor 150 may comprise any type
of processor or multiple processors, single integrated circuits
such as a microprocessor, or any suitable number of integrated
circuit devices and/or circuit boards working in cooperation to
carry out the described operations, tasks, and functions by
manipulating electrical signals representing data bits at memory
locations in the system memory, as well as other processing of
signals.
[0027] The memory 152, the database 156, or a disk 158 maintain
data bits and may be utilized by the processor 150 as both storage
and a scratch pad. The memory locations where data bits are
maintained are physical locations that have particular electrical,
magnetic, optical, or organic properties corresponding to the data
bits. The memory 152 can be any type of suitable computer readable
storage medium. For example, the memory 152 may include various
types of dynamic random access memory (DRAM) such as SDRAM, the
various types of static RAM (SRAM), and the various types of
non-volatile memory (PROM, EPROM, and flash). In certain examples,
the memory 152 is located on and/or co-located on the same computer
chip as the processor 150. In the depicted embodiment, the memory
152 stores the above-referenced instructions and applications 160
along with one or more configurable variables in stored variables
164. The database 156 and the disk 158 are computer readable
storage media in the form of any suitable type of storage
apparatus, including direct access storage devices such as hard
disk drives, flash systems, floppy disk drives and optical disk
drives. Information in the database 156 may be organized or
imported during an initialization step of a process (see
initialization 602 FIG. 6).
[0028] The bus 155 serves to transmit programs, data, status and
other information or signals between the various components of the
control module 104. The bus 155 can be any suitable physical or
logical means of connecting computer systems and components. This
includes, but is not limited to, direct hard-wired connections,
fiber optics, infrared and wireless bus technologies.
[0029] The interface 154 enables communications within the control
module 104, can include one or more network interfaces to
communicate with other systems or components, and can be
implemented using any suitable method and apparatus. For example,
the interface 154 enables communication from a system driver and/or
another computer system. In one embodiment, the interface 154
obtains the attitude data from attitude sensors 114 and the
altitude data from altitude sensors 116 directly. The interface 154
may also include one or more network interfaces to communicate with
technicians, and/or one or more storage interfaces to connect to
storage apparatuses, such as the database 156.
[0030] It will be appreciated that the vehicle system 102 may
differ from the embodiment depicted in FIG. 1. As mentioned, the
vehicle system 102 can be integrated with an existing flight
management system (FMS) Flight control system (FCS), or cockpit
display in an aircraft. Additionally, the display system 112 and/or
processor 150 may include a graphics display generator for
generating the appropriate roll recovery symbology on an image on a
screen of the display system 112, as discussed in greater detail
below. Particularly, the display system 112 may be a dedicated
attitude indicator and/or altitude direction indicator (ADI) that
displays current attitude as well as other flight information. As
described below, such an attitude indicator may provide a warning
or alert of a currently occurring unusual attitude condition. The
symbology generated during the roll angle alert condition is
described in greater detail below with reference to FIGS. 2-5.
[0031] During operation, the processor 150 loads and executes one
or more programs, algorithms and rules embodied as instructions and
applications 160 contained within the memory 152 and, as such,
controls the general operation of the control module 104 as well as
the vehicle system 102. In executing the process described herein,
such as the method 600 of FIG. 6, the processor 150 loads and
specifically executes the program 162, to thereby realize an
unconventional technological improvement to both the cockpit
display of roll recovery symbology and to the analysis/use of
attitude data to determine unusual attitude. Additionally, the
processor 150 is configured to process received inputs (any
combination of the user input provided via user input device 110,
attitude sensors 114, and altitude sensors 116), reference the
database 156 in accordance with the program 162, and generate
display commands to command and control the display system 112
based thereon.
[0032] In operation, the processor 150 receives altitude
information from the altitude sensors 116 and attitude information
from the attitude sensor 114, including vehicle roll angle
information, roll angle rate information, pitch angle information,
and/or pitch angle rate information. As used herein, the term "roll
angle` may refer to the bank angle, e.g., the difference between
the aircraft wings and horizontal. The processor 150 may also
receive information about a desired roll angle, which may be based
on the phase of flight, the flight conditions, the aircraft type or
weight class, etc. For example, the desired roll angle may be
horizontal (or zero) or a non-horizontal value, such as during a
flight transition. Desired roll and pitch angle information may be
based on flight plan information provided to the processor 150. The
desired roll angle may comprise predetermined values, and a desired
pitch angle may comprise predetermined nose up and/or nose down
values.
[0033] The control module 104 is configured to determine that
unusual attitude conditions are currently underway upon determining
any one or combination of the following conditions is occurring: a
current bank angle is greater than the absolute value of the
predetermined left bank angle; a current bank angle is greater than
the absolute value of the predetermined right bank angle; a current
pitch angle value is greater than the absolute value of a
predetermined pitch up angle; a current pitch angle value is
greater than the absolute value of a predetermined pitch down
angle. In response to determining that unusual attitude conditions
are underway, the control module 104 may assert a roll angle alert
and may also determine an associated roll angle correction
direction. The control module 104 generates display commands
subsequent to determining the roll angle correction direction.
[0034] Responsive to received display commands, the display system
112 renders an image. FIGS. 2 and 3 depict a representative display
image (or attitude indicator) 200 that may be displayed on the
display system 112 (FIG. 1). Generally, display image 200 is an
attitude indicator used to pictorially represent aircraft pitch and
roll attitudes. The display image 200 includes horizontal lines or
"wings" 214 with a dot 202 between them representing the actual
wings and nose of the aircraft. The display image 200 further
includes an "attitude sphere" including regions 220 and 222,
together with a horizon line 224 representative of the ground, the
sky and the horizon, respectively. The display image 200 further
includes a pitch tape 230 with a vertical scale that indicates the
aircraft pitch attitude with respect to a horizontal plane and a
roll angle pointer 240 (or "sky pointer," "roll angle," "zero roll
reference position") indicates the roll attitude of the aircraft
with respect to the roll scale 242. As such, the pitch tape 230 and
roll angle pointer 240 indicate the current pitch and roll angle,
respectively. Other symbology may include an altitude scale, a
speed scale, and other aircraft symbology. Details of symbology or
location of markings on the display image 200 (as well as the
display images discussed below) may change form and location from
implementation to implementation and display system 112 to display
system 112.
[0035] FIG. 2 depicts the display image 200 in a first moment of
time and FIG. 3 depicts the display image 200 in a subsequent,
second moment of time to show the dynamic nature of the roll angle
alert symbology 250. The roll angle alert symbology 250 is rendered
by the display system 112 responsive to display commands from the
processor 150 (FIG. 1) to indicate to the pilot the desired or
correct direction for roll recovery when unusual attitude
conditions are underway. In the example illustrated by FIGS. 2 and
3, the roll angle alert symbology 250 comprises a transparent solid
curved arrow 252 having the characteristics of (i) extending in the
roll angle correction direction from a starting point 232 to an
ending point 234, (ii) a first arrowhead 210 associated with the
ending point 234, and (iii) a second arrowhead 212 aligned in the
same direction as the first arrowhead 210. It is to be understood
that "aligned in the same direction as the first arrowhead" implies
that the second arrowhead 212 stays on the shaft of the curved
arrow 252, at its current location, but points along the curved
arrow 252 in the same direction as the first arrowhead. The base or
starting point 232 of the curved arrow is positioned at the wings
214, extending to an ending point 234. The ending point 234 is
aligned with the roll angle pointer 240. The second arrowhead 212
dynamically traces the curved arrow 252 from a beginning point 236
to the ending point 234, and then back to the beginning point 236.
In various embodiments, the second arrowhead dynamically traces at
a frequency that is based on a difference between the current
attitude and a desired attitude.
[0036] The curved arrow 252 may be any suitable color,
transparency, and outline to enhance situational awareness. In the
exemplary embodiments of FIGS. 2, 3, 4, and 5, the curved arrow
252/452 has a circular arc with respect to the dot 202, although
other curved shapes may be provided. In some embodiments, the
beginning point 236 is the same as the starting point 232. As will
be described in more detail in connection with FIGS. 4 and 5, in
other embodiments, the beginning point 236 may be different from
the starting point 232.
[0037] Further, the curved arrow 252 may comprise color attributes.
As an example, the curved arrow 252 may comprise two or more
subsections, each rendered in a manner that is visually distinct
from the other, and wherein the first subsection 208 comprises the
first arrowhead 210 and indicates a desired side to roll toward and
the second subsection 204 comprises the starting point 232 and
indicates an undesirable side to roll to. For example, the first
subsection 208 may be rendered green, to indicate a desired side to
roll to, and the second subsection 204 may be rendered red, to
indicate an undesirable side to roll to. In various embodiments, a
third subsection 206 may also be rendered, for example, in yellow,
and in between the first subsection 208 and the second subsection
204, to indicate a cautionary transition between the first
subsection 208 and the second subsection 204.
[0038] As noted above, the curved arrow 252 is orientated in the
direction of the corrective roll action to return to an appropriate
or desired attitude. The display system 112 may be configured to
render the roll angle alert symbology 250 only when unusual
attitude conditions are detected, or only when the roll angle alert
is asserted.
[0039] Turning now to FIGS. 4 and 5, in display image 400, the
beginning point 236 is shown as being in a different location from
the starting point 232. Similar to the display image 200 of FIGS. 2
and 3, FIG. 4 depicts the image 400 in a first moment of time and
FIG. 5 depicts the image 400 in a subsequent, second moment of time
to show the dynamic nature of the second arrowhead 412 in the roll
angle alert symbology 450.
[0040] Similar to FIGS. 2 and 3, the roll angle alert symbology 450
comprises a transparent solid curved arrow 452 having the
characteristics of (i) extending in the roll angle correction
direction from a starting point 432 to an ending point 434, (ii) a
first arrowhead 410 associated with the ending point 434, and (iii)
a second arrowhead 412 aligned in the same direction as the first
arrowhead 410, on the shaft of the curved arrow 452, at its current
location. The base or starting point 432 of the curved arrow 452 is
positioned at the wings 414, extending to an ending point 434. The
ending point 434 is aligned with the roll angle pointer 440. The
curved arrow 452 may be any suitable color, transparency, and
outline to enhance situational awareness. The second arrowhead 412
dynamically traces the curved arrow 452 from a beginning point 436
to the ending point 434, and then back to the beginning point
436.
[0041] In FIG. 4 and FIG. 5, the curved arrow 452 comprises two
subsections, each rendered in a manner that is visually distinct
from the other, and wherein the first subsection 408 comprises the
first arrowhead 410 and indicates a desired side to roll to and the
second subsection 404 comprises the starting point 432 and
indicates an undesirable side to roll to. As before, the first
subsection 408 may be rendered green, to indicate a desired side to
roll to, and the second subsection 404 may be rendered red, to
indicate an undesirable side to roll to. In the depicted
embodiment, the first subsection 208 and the second subsection 204
each occupy approximately half of the length or extension of the
curved arrow 452, but in other embodiments, this may vary.
[0042] The embodiments shown in FIGS. 2-5 depict a technological
improvement to the conventional display of attitude information.
Specifically, with the tracing second arrowhead (212, 412), the
direction to recover from unusual attitude conditions is more
clearly shown, therefore, situational awareness of the appropriate
roll recovery action is increased. The color attributes for various
subsections (204, 206, 208, and 404 and 408) further enhance
situational awareness, however, based in part on the tracing nature
of the second arrowhead (412, 212); the technological improvements
provided by the control module 104 are also observable on display
systems 112 that are monochrome. Further, as shown in FIGS. 4 and
5, by confining the dynamic tracing performed by the second
arrowhead 412 to the desired side to roll to, the direction to
recover from unusual attitude conditions is more specifically and
clearly shown. It is to be understood that the roll angle may be
positive, in which case the direction of the arrows 252 and 452
would be reversed (sweeping clockwise).
[0043] In a further exemplary embodiment, the vehicle system 102
discussed above may be used to implement a method 600 for
displaying unusual attitude recovery, as shown in the flow chart of
FIG. 6. For illustrative purposes, the following description of
method 600 may refer to elements mentioned above in connection with
FIG. 1. In practice, portions of method 600 may be performed by
different components of the described system. It should be
appreciated that method 600 may include any number of additional or
alternative tasks, the tasks shown in FIG. 6 need not be performed
in the illustrated order, and method 600 may be incorporated into a
more comprehensive procedure or method having additional
functionality not described in detail herein. Moreover, one or more
of the tasks shown in FIG. 6 could be omitted from an embodiment of
the method 600 as long as the intended overall functionality
remains intact.
[0044] The method starts, and at 602 the control module 104 is
initialized. As mentioned above, initialization may comprise
uploading or updating instructions and applications 160, program
162, stored variables 164, and the various lookup tables stored in
the database 156. Generally, predetermined variables include, for
example, predetermined bank (predetermined left bank, predetermined
right bank), predetermined nose/pitch up, predetermined nose/pitch
down values, and various shapes and various colors and/or visually
distinguishing techniques used for the roll angle alert symbology.
In some embodiments, the program 162 includes additional
instructions and rules for rendering information differently based
on type of display device in display system 112.
[0045] At 604, attitude information is received from attitude
sensors 114. Altitude information may also be received at 604. At
606, received attitude information is processed and compared to a
predetermined bank. Predetermined bank may include a plus and minus
predetermined bank value, or a single value to be used as an
absolute value. Information processed at 606 is compared to
conditions defined in the rules and program 162 as being unusual
attitude. Specifically, the method evaluates whether a current bank
is greater than an absolute value of the predetermined bank. In the
embodiment, the absolute value creates a range, within which the
current bank is acceptable, but exceeding it on either side defines
an occurrence of unusual attitude, in which a roll angle alert may
be asserted. At 608, if it is determined that an unusual attitude
is currently underway, the method 600 moves to 610. At 610, a roll
angle alert is asserted and a roll angle correction direction is
determined. At 612, the method generates display commands
associated with the roll angle alert. At 614, responsive to the
display commands, roll angle alert symbology is rendered on a
display system 112. Subsequent to 614, the method may end or may
return to 604.
[0046] The symbology discussed above may vary as necessary or
desired. As an example, the curved arrows (252, 452) depicted above
are generally outlined and transparent, although in other
embodiments, the curved arrows may be semi-transparent, solid
arrow, and/or have dynamic transparencies. An outlined curved arrow
may prevent or mitigate clutter with other aspects of the display.
In some embodiments, the symbology at the wings (214, 414) may tie
a curved arrow to a rolling axis of the vehicle 100. The arrowheads
(210, 212, 410, 412) may also have alternate arrowhead shapes and
sizes, including a more swept arrow head or square arrow head. In
various embodiments, additional arrowheads may be employed.
[0047] Accordingly, the exemplary embodiments discussed above
provide enhanced systems and methods for displaying attitude and
unusual attitude correction directions. In particular, the provided
systems and methods are operational on monochrome as well as color
display systems 112, and the tracing movement of the second
arrowhead (212, 412) in the direction to recover from unusual
attitude conditions is more clearly shown, therefore, situational
awareness of the appropriate roll recovery action is increased.
[0048] While at least one exemplary embodiment has been presented
in the foregoing detailed description of the invention, it should
be appreciated that a vast number of variations exist. It should
also be appreciated that the exemplary embodiment or exemplary
embodiments are only examples, and are not intended to limit the
scope, applicability, or configuration of the invention in any way.
Rather, the foregoing detailed description will provide those
skilled in the art with a convenient road map for implementing an
exemplary embodiment of the invention. It being understood that
various changes may be made in the function and arrangement of
elements described in an exemplary embodiment without departing
from the scope of the invention as set forth in the appended
claims.
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