System and method for selective terrain de-emphasis

Abstract

The present invention is entitled "System and method for selective terrain de-emphasis". An improved flight display system and method for selectively de-emphasize terrain are provided. The method includes receiving and processing navigation reference point data, terrain data, and aircraft status data. Next, the method: (a) presents a viewing segment defined as at least the navigation reference point of the aircraft in real time on the display system, the viewing segment having terrain presented with a first level of terrain contrast; and (b) when the altitude is certain low-altitude operations, determines that the aircraft is in a terrain de-emphasis scene. When the aircraft is in the terrain de-emphasis scene, the method de-emphasizes the terrain within a determined boundary in the viewing segment. De-emphasis includes reducing the terrain contrast to a second level of terrain contrast within the boundary. In response to receiving a recovery trigger, the terrain contrast within the boundary is restored to the first level.

Description

Technical Field

[0001] The technical field relates generally to aircraft display systems and, more particularly, to flight display systems and related operating methods for selecting and implementing terrain de-emphasis scenarios. Background Art

[0002] Flight display systems typically provide multi-function display features for use in all phases of flight operations. Displayed features may include FMS flight plans, graphical flight plans, traffic, airport moving maps, terrain, geographic boundaries, airspace, weather radar, and uplink weather information, all of which are relevant to operations. However, with many features displayed simultaneously, the screen may become crowded and more difficult to use. In particular, the contrast used to display terrain data and features may be very dense and may obscure runway and airport features.

[0003] For example, for a rotary wing aircraft operating in an air taxi mode within an airport environment, a weighted display of terrain features may interfere with the airport moving map display features required for taxi operations. Similarly, for fixed wing aircraft operations during the landing roll and preparation for takeoff phases, a primary need for the pilot is to visualize the airport environment while maintaining awareness of surrounding terrain features. This makes it desirable to display terrain data and obstacle features differently in the direct airport environment than they would be displayed outside of the direct airport taxi area.

[0004] Therefore, it is desirable to have improved systems and methods for selecting and implementing terrain de-emphasis scenes. The desired systems and methods provide an adaptive approach by varying the contrast of displayed geographic features based on location or mode of operation. In addition to addressing related issues, the following disclosure provides enhancements to these techniques. Summary of the invention

[0005] This Summary is provided to describe selected concepts in a simplified form that are further described in the Detailed Description. This Summary is not intended to identify key features 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] In one embodiment, a flight display system for an aircraft is provided. The flight display system includes: a navigation reference point data source; a terrain data source; an aircraft state data source; a display system operably coupled to the navigation reference point data source, the terrain data source, and the aircraft state data source, the display system presenting a viewing segment including at least the navigation reference point and terrain data thereon in real time, the viewing segment having terrain presented at a first level of terrain contrast; and a computer system operably coupled to the display system, the terrain data source, the navigation reference point data source, and the aircraft state data source, the computer system being configured to process the terrain data, the navigation reference point data, and the aircraft state data to: determine that the aircraft is in a terrain de-emphasized scenario; and when the aircraft is in the terrain de-emphasized scenario, (a) determine a boundary having an area less than an area of ​​the viewing segment; and (b) de-emphasize the terrain within the boundary by: (i) reducing the terrain contrast to a second level of terrain contrast within the boundary, and (ii) maintaining the first level of terrain contrast outside the boundary; and when the terrain is de-emphasized, returning the terrain contrast within the boundary to the first level of terrain contrast in response to receiving a restore trigger.

[0007] A flight display method for an aircraft is also provided, including: receiving navigation reference point data, terrain data, and aircraft status data at a computer system; processing the navigation reference point data, terrain data, and aircraft status data to: (a) present a viewing segment including the navigation reference point data and the terrain data in real time on a display system, with the terrain presented at a first level of terrain contrast; and (b) when the aircraft is flying in an identified low-altitude operation, determining that the aircraft is in a terrain de-emphasis scenario; and when the aircraft is in the terrain de-emphasis scenario, (c) determining a boundary having an area smaller than the area of ​​the viewing segment; and (d) de-emphasizing the terrain within the boundary by: (i) reducing the terrain contrast to a second level of terrain contrast within the boundary, and (ii) maintaining the first level of terrain contrast outside the boundary; and when the terrain is de-emphasized, returning the terrain contrast within the boundary to the first level of terrain contrast in response to receiving a restore trigger.

[0008] Another flight display system is provided. The flight display system includes: a processor having an associated storage device and configured to implement a terrain de-emphasis routine; the processor configured to receive input from a navigation reference point data source, a terrain data source, and an aircraft state data source; the processor configured to process the terrain data, the navigation reference point data, and the aircraft state data to determine a flight path and generate display commands; a display system configured to receive the display command from the processor and, in response thereto, present a viewing segment defined as at least a portion of the flight path of the aircraft, the viewing segment including presenting a first level of terrain contrast terrain; and the processor is further configured to: determine that the aircraft is in a terrain de-emphasis scenario by comparing the aircraft altitude to a low altitude threshold; and when the aircraft is in the terrain de-emphasis scenario, (a) determine a boundary having an area that is smaller than the area of ​​the viewing segment; and (b) de-emphasize the terrain within the boundary by: (i) reducing the terrain contrast to a second level of terrain contrast within the boundary, and (ii) maintaining a first level of terrain contrast outside the boundary; and when the terrain is de-emphasized, return the terrain contrast within the boundary to the first level of terrain contrast in response to receiving a restore trigger.

[0009] Furthermore, other desirable features and characteristics of the systems and methods will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing background. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The present application will be described below in conjunction with the following drawings, wherein like numbers represent like elements, and:

[0011] Figure 1 is a block diagram of a flight display system for evaluating runway changes according to an exemplary embodiment;

[0012] Figure 2 is a viewing segment of a portion of a flight path showing a first level of terrain contrast according to an exemplary embodiment;

[0013] Figure 3 According to an exemplary embodiment Figure 2 wherein the terrain de-emphasis is a second level of contrast within predetermined boundaries; and

[0014] Figure 4 is a flow chart of a method for evaluating runway changes according to an exemplary embodiment. DETAILED DESCRIPTION

[0015] The following specific embodiments are merely exemplary in nature and are not intended to limit the embodiments of the subject matter or the application and use of such embodiments. As used herein, the word "exemplary" means "used as an example, instance or illustration". Therefore, any embodiment described herein as "exemplary" is not necessarily understood to be preferred or advantageous over other embodiments. The embodiments described herein are exemplary embodiments provided to enable those skilled in the art to make or use the invention rather than to limit the scope of the invention as defined by the claims. In addition, it is not intended to be bound by any express or implied theory presented in the aforementioned technical field, background technology, summary of the invention or the following specific embodiments.

[0016] Novel disclosed display system with selective terrain de-emphasis ( Figure 1 , 102) provides a technically improved flight display system with adaptive terrain de-emphasis. The following figures and description provide more details.

[0017] Now turn to Figure 1 In one embodiment, a flight display system 102 with selective terrain de-emphasis (also referred to herein as "flight display system" 102) is generally located in a mobile platform 100. In various embodiments, the mobile platform 100 is an aircraft and is referred to as aircraft 100. In some embodiments, the aircraft 100 is a fixed-wing aircraft, and in other embodiments, the aircraft 100 is a rotary-wing aircraft. In various embodiments, the flight display system 102 includes a controller or computer system 104 operably coupled to any combination of the following aircraft systems: communication system and configuration 106, aircraft state data source 108, navigation reference point data source 110, display system 112, user input device 114, terrain data source 116, and airport feature data source 118. In operation, the computer system 104 can be programmed with program code 162 to perform the flight display system 102 functions described herein. The functions of these aircraft systems and their interactions are described in more detail below.

[0018] Although depicted as a separate functional block, in some embodiments, the computer system 104 may be integrated within a pre-existing mobile platform management system, an avionics system, a cockpit display system (CDS), a flight control system (FCS) or an aircraft flight management system, an electronic flight bag, or another portable electronic device. In embodiments where the computer system 104 is integrated within an EFB, the display system 112 and the user input device 114 may also be part of the EFB.

[0019] The aircraft state data source 108 is configured to provide real-time aircraft state data (also referred to as navigation data) and information about the operation of the aircraft 100. As used herein, "real-time" is interchangeable with current and instantaneous. Thus, as will be understood in the art, the aircraft state data source 108 may be implemented to include a global positioning system (GPS), an inertial reference system (IRS), or a radio-based navigation system (e.g., a VHF omnidirectional radio range (VOR) or long range aided navigation (LORAN)), and may include one or more navigation radios or other sensors appropriately configured to support the operation of the aircraft state data source 108.

[0020] Aircraft state data source 108 is also configured to provide real-time flight guidance to aircraft 100. Navigation reference point data source 110 provides navigation reference point data, which may include any of the following: navigation reference point and a specified flight plan (FP). In various embodiments, processing data from aircraft state data source 108 and navigation reference point data source 110 enables instantaneous position and heading of aircraft 100 to be compared with one or more of the following: navigation reference point, a specified flight plan (FP) and the current route (also referred to as current flight path) of aircraft 100. It is generally expected that the current route or current flight path is consistent with the specified flight plan. Navigation reference point data source 110 may be a navigation database (NDB), a data link, a pilot input, or other storage location that maintains a flight plan database. In various embodiments, navigation reference point data source 110 may store and maintain instrument procedures (e.g., approach procedures, arrival routes and procedures, takeoff procedures, etc.).

[0021] The aircraft state data source 108 is also configured to cooperate with an airport characteristics data source 118. The airport characteristics data source 118 is a storage location or database that provides information about airports, taxiways, runways, and / or other potential landing locations (or destinations) for the aircraft 100. Airport characteristics include airport maps, airspace restrictions, and / or other information or attributes associated with the corresponding airport (e.g., width and / or weight restrictions of taxi paths, surface types of runways or taxi paths, etc.). The aircraft state data source 108 can cooperate with the airport characteristics data source 118 to maintain an association between the corresponding airport, its geographic location, runways (and their corresponding orientations and / or directions), instrument procedures (e.g., approach procedures, arrival routes and procedures, takeoff procedures, etc.), airspace restrictions, and / or other information or attributes associated with the corresponding airport (e.g., width and / or weight restrictions of taxi paths, surface types of runways or taxi paths, etc.). In some embodiments, the airport characteristics data is stored and maintained in the NDB, so the airport characteristics data source may not be called out separately from the navigation reference point data source 110.

[0022] In summary, aircraft state data source 108 provides aircraft state data, which may include, but is not limited to, any of the following: (i) instantaneous position and location, vertical speed and ground speed (e.g., latitude, longitude, orientation, and flight path angle) of aircraft 100, (ii) instantaneous altitude (or height above ground level) of aircraft 100, (iii) instantaneous heading of aircraft 100 (i.e., the direction the aircraft is traveling relative to some reference), and (iv) current flight phase. Real-time aircraft state data may be made available to other onboard systems via communication system and configuration 106 so that display system 112 and computer system 104 may further process and / or act upon the aircraft state data.

[0023] In one embodiment, the terrain data source may be a storage location or terrain database 116. The terrain data provides geographic features such as terrain, obstacles, landmarks, runways, taxiways, etc. by location, orientation, and size. The terrain data may be considered as an information layer overlaid on top of a graphical image of the current surroundings of the aircraft. The display system 112 may employ a variety of rendering techniques to provide contrast and texture to the terrain data. The computer system 104 of the present invention selectively alters the contrast of the displayed terrain data, as described in more detail below.

[0024] The display system 112 is configured to continuously receive real-time aircraft status data and navigation reference point data for the aircraft 100 and dynamically update a graphical image (referred to herein as a view segment) based on the continuously acquired current aircraft status data. The view segment includes a portion of the flight path of the aircraft, including at least the navigation reference point, and may include other portions of the current route that the aircraft 100 is traveling on and / or a designated flight plan. The display system 112 may also overlay the view segment with one or more information layers of real-time terrain data, weather condition data, airspace data, air traffic data, and navigation reference points. When the aircraft 100 is in the air, the displayed current route may be part of a landing procedure, and when the aircraft 100 is on the ground, the displayed current route may be a taxi route.

[0025] The display system 112 includes a display device 120. In various embodiments, the display device 120 is an aircraft flight display located in the cockpit of the aircraft 100. The display device 120 can be implemented using any of many known display devices suitable for presenting text, graphics and / or icon information in a format that can be viewed by a pilot or other flight crew. Non-limiting examples of such display devices include various cathode ray tube (CRT) displays, and various flat panel displays, such as various types of LCD (liquid crystal display) and TFT (thin film transistor) displays. In an independent embodiment, the display device 120 can be implemented as a laptop screen, a tablet touch screen, or a mobile device screen. The display device 120 can be additionally implemented as a panel mounted display, a HUD (head-up display) projection device, or any of many known technologies. Additionally, it should be noted that the display device 120 can be configured as any of many types of aircraft cockpit displays. For example, it can be configured as a multi-function display, a horizontal status indicator, or a vertical status indicator. Regardless of how display device 120 is implemented, it is used to present any type of two-dimensional and / or three-dimensional images, including but not limited to alphanumeric, graphical, and iconic information as described herein, in response to display commands. In some embodiments, display device 120 includes multiple display screens.

[0026] The presentation content on the display system 112 may be processed by a graphics system, components of which may be integrated into the display system 112 and / or integrated into the computer system 104. Display methods include various types of computer-generated symbology, text, and graphical information that represent, for example, pitch, heading, flight path, airspeed, altitude, runway information, waypoints, targets, obstacles, terrain, and required navigation performance (RNP) data in an integrated multi-color or monochrome format. Display methods also include various formatting and contrasting techniques for visually distinguishing objects and routes among other similar objects and routes.

[0027] Computer system 104 is considered to display the various images and selectable options described herein. In practice, this may mean that computer system 104 first generates a display command, and second, in response to receiving the display command from computer system 104, display system 112 displays, renders, or otherwise visually communicates on display device 120 graphical images associated with the operation of aircraft 100, and in particular, the various graphical user interface elements, viewing segments, tables, menus, and buttons described herein.

[0028] Coupled as described herein, aircraft state data source 108, navigational reference point data source 110, and display system 112 are configured to support navigation, flight planning, and other aircraft control functions in a conventional manner, as well as to provide real-time data and / or information regarding the operational status of aircraft 100 to computer system 104. Additionally, in some embodiments, aspects of user input device 114, aircraft state data source 108, and display system 112 are configured as a control display unit (CDU).

[0029] As described in more detail below, the user input device 114 and the computer system 104 are cooperatively configured to allow a user (e.g., a pilot, a co-pilot, or a crew member) to interact with the display device in the display system 112 and / or other elements of the flight display system 102. According to an embodiment, the user input device 114 can be implemented as a keypad, a touch pad, a keyboard, a mouse, a touch panel (or a touch screen), a joystick, a knob, a line selection key, or other suitable devices suitable for receiving input from a user. When the user input device 114 is configured as a touch pad or a touch screen, the user input device can be integrated with the display system 112. As used herein, the user input device 114 can be used to allow the pilot to accept a runway change or request a runway change.

[0030] Communication systems and configurations 106 are configured to support instantaneous (i.e., real-time or current) communications between systems and components of aircraft 100. As functional blocks, communication systems and configurations 106 may represent one or more transmitters, receivers, communication buses, and supporting communication hardware and software required for operation of flight display system 102 as described herein.

[0031] exist Figure 1 , an embodiment of the controller or computer system 104 includes a processor 150 and a storage device 152. The processor 150 may include any type of processor or multiple processors, a single integrated circuit such as a microprocessor, or any suitable number of integrated circuit devices and / or circuit boards that work together to perform the described operations, tasks, and functions by manipulating electrical signals representing data bits at memory locations in a system memory and other processing of the signals. The storage device 152 may include any combination of memory and persistent storage. Thus, the storage device may include RAM memory, ROM memory, flash memory, registers, a hard disk, or another suitable non-transitory short-term or long-term storage medium capable of storing computer-executable programming instructions or other data for execution.

[0032] Generally speaking, storage device 152 maintains data bits and may be used as storage and / or scratch pad by processor 150 during operation. Specifically, storage device 152 stores instructions and application programs, and specifically program 162 and its corresponding storage variables. Storage device 152 may be located and / or co-located on the same computer chip as processor 150, and / or may be removable. Information in storage device 152 may be organized and / or imported from external data sources during an initialization step of the process; this information may also be programmed via user input device 114.

[0033] The novel terrain de-emphasis program 162 includes rules and instructions that, when executed, cause the computer system 104 to perform functions, techniques, and processing tasks associated with the operation of the flight display system 102. The novel program 162 includes, among other things, modules for flight phase and / or customized flight altitude determination, modules for comparing object size to a customized size threshold, a customized terrain de-emphasis module, and associated storage variables. The novel program 162 can be stored in a functional form in the context of a fully functional computer system, such as in the depicted exemplary embodiment of the computer system 104. Those skilled in the art will recognize that the novel program 162 can also take the form of a program product 160, which is stored and distributed using one or more types of non-transitory computer-readable media. In this form, the program product 160 (including the program 162) stores computer instructions for causing a computer processor (such as the processor 150) to perform and execute the program 162. Examples of computer-readable media include: recordable media such as floppy disks, hard drives, memory cards, and optical disks, and signal or transmission media such as digital and analog communication links. It should be appreciated that cloud-based storage and / or other technologies may also be used in certain embodiments.

[0034] In executing the processes described herein, processor 150 explicitly loads the instructions contained in program 162 and is thereby programmed with program 162. During execution of program 162, processor 150 and storage device 152 form a novel terrain de-emphasis processing engine that performs modular processing activities of flight display system 102.

[0035] In various embodiments, the processor / storage devices of the computer system 104 may be communicatively coupled (via a bus 155) to an input / output (I / O) interface 154. The bus 155 is used to transfer programs, data, status, and other information or signals between the various components of the computer system 104. The bus 155 may be any suitable physical or logical means of connecting the computer system and components. This includes, but is not limited to, direct hardwired connections, fiber optics, infrared, and wireless bus technologies.

[0036] The I / O interface 154 implements communication within the computer system 104, as well as communication between the computer system 104 and other flight display system 102 components. The I / O interface 154 may include one or more network interfaces and may be implemented using any suitable method and apparatus. In various embodiments, the I / O interface 154 is configured to support communication from an external system drive and / or another computer system. In addition, in various embodiments, the I / O interface 154 may support communication with a technician, a network card, and / or one or more storage interfaces for direct connection to a storage device (such as a database 156). In one embodiment, the I / O interface 154 is integrated with the communication system and configuration 106, and directly obtains data from various flight display system 102 sources.

[0037] Although shown as embodied as a programmed computer system, computer system 104 is a controller, and in various embodiments, computer system 104 may include other means for facilitating communication and / or interaction between elements of flight display system 102 and performing processes, tasks, and / or functions that support the operation of flight display system 102, as described herein. In various embodiments, computer system 104 may be any hardware, software, firmware, electronic control components, processing logic, and / or processor devices, alone or in any combination. According to the embodiment, computer system 104 may be implemented or realized with: a general purpose processor (shared, dedicated, or group) controller, a microprocessor or microcontroller, and a memory that executes one or more software or firmware programs; a content addressable memory; a digital signal processor; an application specific integrated circuit (ASIC), a field programmable gate array (FPGA); any suitable programmable logic device; a combinational logic circuit, including discrete gates or transistor logic; discrete hardware components and memory devices; and / or any combination thereof designed to perform the functions described herein.

[0038] As described above, the computer system 104 provides a technologically enhanced flight display system 102 with selective terrain de-emphasis based on pre-defined scenarios. The provided terrain de-emphasis can reduce cognitive load and increase the speed of decision making and data comprehension in critical flight scenarios. Figures 2 to 3 , showing the technical enhancement.

[0039] Image 200 and image 300 are top-down renderings of the same viewing segment of an airport. Terrain data provides topographic and landform information and is rendered using shading to contrast elevation differences (this shading and contrast is sometimes referred to as providing texture). In color imaging, the combination of color and shading can very effectively convey the texture of the underlying terrain, as well as differences in the terrain itself, such as water and land. Range circle 201 surrounds area 250, which has runway 204 (labeled 25R) and runway 206 (labeled 25L) within it. Enclosure boundary 202 is generated by system 102, and

[0040] According to one embodiment, in image 200, selective terrain de-emphasis system 102 is inactive, and in image 300, selective terrain de-emphasis system 102 is active, thereby depicting the technical enhancements provided by flight display system 102. For example, dark patches can be seen in area 250 enclosed by boundary 202. The dark patches are marked at 208, 210, 212, 214, and 216. In image 300, range circle 201 encloses area 350, and it can be observed that the terrain has been de-emphasized within boundary 202. Looking at areas 302, 304, 306, and 308, Figure 2 The dark spots shown in have been removed or significantly reduced.

[0041] When the provided terrain de-emphasis is active, important features (such as runways) appear more clearly rendered (or appear to have higher contrast), thereby providing more apparent detail. The more clearly rendered topography is a result of the resolution difference produced by the disclosed systems and methods; the resolution difference is between the airport feature data contrast and the (de-emphasized) terrain contrast. A viewing experience (like the one provided in area 350) supports the pilot in more quickly determining and understanding relevant airport feature information, thereby reducing cognitive workload. As can be readily appreciated, the technical enhancements provided are even more significant when the imagery is presented in color.

[0042] Terrain de-emphasis scenarios are referred to as "selective" because they are predetermined and configurable. In various embodiments, the user can selectively include any combination of low-altitude operations, such as taxiing, takeoff and landing for fixed-wing aircraft, and air taxiing mode for rotorcraft. In some embodiments, the computer system 104 may also support the user to select one or more obstacle-based terrain de-emphasis scenarios. In these embodiments, the computer system 104 processes terrain data to determine when an object or obstacle is smaller than a predetermined size, and triggers a terrain de-emphasis scenario when the object or obstacle below is very small. This terrain de-emphasis scenario may be useful when the terrain below is undulating but understandable.

[0043] Reference now Figure 4, and continue to refer to Figures 1 to 3 , a flow chart of a method 400 for providing a flight display system 102 according to various exemplary embodiments is provided. The method 400 represents various embodiments of a method for terrain de-emphasis. For illustrative purposes, the following description of the method 400 may be combined with Figure 1 Reference is made to the elements mentioned above. In practice, portions of method 400 may be performed by different components of the described system. It should be understood that method 400 may include any number of additional or alternative tasks, Figure 4 The tasks shown in the method 400 need not be performed in the order shown, and the method 400 may be incorporated into a more comprehensive procedure or method having additional functionality not described in detail herein. In addition, the tasks shown in the method 400 may be omitted from the implementation of the method 400 if the intended overall functionality remains intact. Figure 4 One or more of the tasks shown in .

[0044] The method begins, and at 402, the computer system 104 is initialized. Initialization may include uploading or updating instructions and applications stored in the database 156, the program 162, storage variables, and reference data and lookup tables. Predetermined variables may include, for example, predetermined heights, distances, and times used as thresholds, predetermined dimensions for object size comparisons, parameters for establishing user interfaces, and various shapes, various colors, and / or visual differentiation techniques for terrain, tables, icons, and alerts. In some embodiments, the program 162 includes additional instructions and rules for presenting information differently based on the type of display device in the display system 112.

[0045] At 404, the aircraft 100 is in operation and the computer system 104 continuously receives and processes navigation reference point data, terrain data, and aircraft state data. Based on this, at 406, a viewing segment is presented on the display device 120. The viewing segment is defined as a display area that includes at least a navigation reference point from the navigation data and terrain information from the terrain data, and the viewing segment presents the terrain at a first level of terrain contrast. The first level of terrain contrast is an application-specific default level of contrast that is used as long as the method does not actively de-emphasize the terrain. As described above, the display system is operably coupled to the navigation reference point data source, the terrain data source, and the aircraft state data source; at 404, the input from these sources is processed by the display system to generate and present the viewing segment on the display device 120.

[0046] Method 400 continuously processes the received information to monitor for appropriate low altitude operations to activate terrain de-emphasis. In one embodiment, the flight phase is determined at 408, and if the flight phase is a low altitude operation such as a taxi, takeoff, or landing operation (at 410), then method 400 determines at 412 that a terrain de-emphasis scenario has been identified. In some embodiments, instead of steps 408 and 410, altitude is monitored. In the case of monitoring altitude and no flight phase, the altitude of the aircraft can be compared to an upper altitude threshold and a low altitude lower threshold, and when the altitude is below the upper altitude threshold (but above the lower altitude threshold), method 400 determines at 412 that a terrain de-emphasis scenario has been identified. In this scenario, the lower altitude threshold is a safety belt; because rotorcraft pilots may particularly prefer to have complete terrain contrast when flying at altitudes very low to the ground.

[0047] In response to determining at 412 that there is a terrain de-emphasis scene, the method determines at 414 a boundary 202 for terrain de-emphasis. Boundary 202 is a closed area and is understood to be smaller than the viewing segment in area. Boundary 202 may have a simple geometric shape or a complex shape. In various embodiments, boundary 202 may be an airport boundary, or a geometric area surrounding a desired landing area. In a non-limiting example, method 400 may determine boundary 202 by any of the following means: (i) referring to a predetermined setting, (ii) receiving user input, and (iii) dynamically determining the boundary (e.g., varying with the target landing area and altitude or distance). Terrain de-emphasis at 416 includes terrain de-emphasis within the boundary in the manner of: (i) reducing terrain contrast to a second level of terrain contrast within the boundary, and (ii) maintaining a first level of terrain contrast outside the boundary. As described above, the contrast level is application-specific, thereby reflecting the capabilities of a particular display device 120 and display system 112. Terrain contrast may also include color. Regardless of the terrain contrast used, the terrain contrast is changed from a first level to a second level (having less contrast than the first level) during 416. As described above, this step increases the perceived contrast of other features, such as features in the airport feature information layer relative to the terrain in the area enclosed by the boundary.

[0048] The terrain de-emphasis at 416 continues until a resume trigger is received at 418. The resume trigger may be one or more from the group consisting of: (i) a deviation from the specified flight plan exceeding a threshold distance, (ii) a deviation from the specified flight plan exceeding a threshold distance for exceeding a threshold amount of time, and (iii) an elapsed threshold amount of time. Upon receiving the resume trigger at 418, the method 400 stops the terrain de-emphasis at 420. After 420, the method may end, or may return to 404.

[0049] As described above, in some embodiments, the method 400 additionally monitors terrain data to perform an object-based terrain de-emphasis scenario. For example, at 422, the method 400 monitors terrain data of an area constituting a viewing segment and identifies objects and / or obstacles in the viewing segment. For each identified object, the size is compared with a corresponding size threshold at 424. If the identified object has a size less than the corresponding threshold size, the method determines at 412 that a terrain de-emphasis scenario has occurred. When there are multiple identified objects at 422, then at 424, each of the multiple objects must be less than the corresponding threshold size of the method 400 to determine at 412 that there is a terrain de-emphasis scenario. From 412, the process is the same as the previously described process. Object-based terrain de-emphasis scenarios may be useful for previously described low-altitude operations and / or for rotorcraft. In these scenarios, it may be desirable to clearly distinguish features from other map layers (such as airport features) without being scattered in the viewing segment by the texture provided by the default terrain contrast.

[0050] Thus, a computer system 104 is provided that provides an enhancement to the manner in which visual information is presented by a flight display system. This is an enhancement because potentially distracting shadows (representing terrain information) are reduced in the area of ​​focus during low-altitude flight operations such as taxiing, takeoff, landing, and rotorcraft air taxiing. Figure 3 The image 300 shown in shows this enhancement. As will be readily appreciated, the above-described examples of the method and system 102 for selective terrain de-emphasis are non-limiting, and many other examples may be addressed by the computer system 104.

[0051] It will be appreciated by those skilled in the art that the various exemplary logic blocks, modules, circuits and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software or a combination of the two. Some embodiments and specific implementations are described above with respect to functions and / or logic block components (or modules) and various processing steps. However, it should be understood that such block components (or modules) can be implemented by any number of hardware, software and / or firmware components configured to perform a specified function. In order to clearly illustrate the interchangeability of hardware and software, various exemplary components, blocks, modules, circuits and steps have been generally described above with respect to their functions. Whether such functions are implemented as hardware or software depends on the application and the design constraints imposed on the entire system.

[0052] A skilled person may implement the described functionality in different ways for each application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention. For example, implementations of systems or components may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which may perform a variety of functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that the embodiments described herein are exemplary implementations only.

[0053] In addition, the various exemplary logic blocks, modules, and circuits described in conjunction with the embodiments disclosed herein may be implemented or executed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in an alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, for example, a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

[0054] The steps of the methods and algorithms described in conjunction with the embodiments disclosed herein can be directly embodied in hardware, software modules executed by a controller or processor, or a combination of the two. The software module can reside in a RAM memory, a flash memory, a ROM memory, an EPROM memory, an EEPROM memory, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. In an alternative, the storage medium can be integrated into the processor. The processor and the storage medium can reside in an ASIC.

[0055] In this document, relational terms, such as first and second, etc., may be used only to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Unless explicitly limited by the claim language, numerical ordinals, such as "first", "second", "third", etc., only represent different individuals in a plurality, and do not imply any order or sequence. Unless explicitly limited by the language of the claims, the sequence of texts in any claim does not imply that the processing steps must be performed in a temporal or logical order according to such a sequence. When "or" is used herein, it is logical or mathematical, or also referred to as "inclusive or". Therefore, for the following three situations, A or B is true: A is true, B is true, and both A and B are true. In some cases, exclusive "or" is constructed with "and"; for example, "one from a set including A and B" is true in the following two cases: A is true and B is true.

[0056] In addition, depending on the context, words such as "connected" or "coupled to" used when describing the relationship between different elements do not imply that a direct physical connection must be made between these elements. For example, two elements may be connected to each other physically, electronically, logically or in any other way through one or more additional elements.

[0057] Although at least one exemplary embodiment has been presented in the aforementioned specific embodiments of the present invention, it should be understood that there are a large number of variations. It should also be understood that an exemplary embodiment or multiple exemplary embodiments are only examples and are not intended to limit the scope, applicability or configuration of the present invention in any way. On the contrary, the aforementioned specific embodiments will provide a convenient roadmap for realizing the exemplary embodiments of the present invention for those skilled in the art. It should be understood that, without departing from the scope of the present invention as set forth in the appended claims, various changes can be made to the function and arrangement of the elements described in the exemplary embodiments.

Claims

1. A flight display method for an aircraft, comprising: receiving at a computer system navigation reference point data, terrain data, and aircraft status data; processing the navigation reference point data, the terrain data, and the aircraft state data to: (a) presenting in real time on a display system a viewing segment including a navigation reference point and terrain, the terrain being presented in a first level of terrain contrast; as well as (b) determining that the aircraft is in a terrain de-emphasis scenario when the aircraft is flying in the identified low-altitude operation; as well as When the aircraft is in the terrain de-emphasis scenario, (c) determining a boundary having an area smaller than an area of ​​the viewing segment; and (d) de-emphasizing terrain within the boundary by: (i) reducing terrain contrast to a second level of terrain contrast within the boundary, and (ii) maintaining the first level of terrain contrast outside the boundary, wherein the boundary is an enclosed area smaller than the area of ​​the viewing segment and surrounding the desired landing area, such that the perceived contrast of the airport map layer within the boundary is increased; and When terrain is de-emphasized, The terrain contrast within the boundary is returned to the first level of terrain contrast in response to receiving a restore trigger. 2 . The method of claim 1 , wherein the identified low-altitude operation is one of taxiing, takeoff, and landing. The method of claim 2 , wherein the recovery trigger is a threshold amount of time that has passed. The method of claim 3 , wherein the control module is further configured to identify a recovery trigger as a deviation from a specified flight plan. 5 . The method of claim 4 , wherein the recovery trigger is a deviation from the designated flight plan exceeding a threshold distance for exceeding a threshold amount of time.

6. The method according to claim 5, further comprising: monitoring the terrain data in the viewing segment to identify a plurality of objects therein; for each object in the plurality of objects, comparing the object size to a corresponding object size threshold; as well as When each of the plurality of objects has a size less than a corresponding threshold size, it is determined that the aircraft is in a terrain de-emphasis scenario.

7. A flight display system comprising: a processor having an associated storage device and configured to implement a terrain de-emphasis routine; The processor is configured to receive input from a navigation reference point data source, a terrain data source, and an aircraft state data source; The processor is configured to process the terrain data, the navigation reference point data, and the aircraft state data to determine a flight path and generate display commands; a display system configured to receive the display command from the processor and, in response thereto, present a viewing segment including at least a navigation reference point, the viewing segment including terrain presented in a first level of terrain contrast; and The processor is further configured to: Determining that the aircraft is in a terrain de-emphasis scenario by comparing the aircraft altitude to a low altitude threshold; and When the aircraft is in the terrain de-emphasis scenario, (a) determining a boundary having an area smaller than the area of ​​the viewing segment; as well as (b) de-emphasizing terrain within the boundary by: (i) reducing terrain contrast to a second level of terrain contrast within the boundary, and (ii) maintaining the first level of terrain contrast outside the boundary, wherein the boundary is an enclosed area smaller than the area of ​​the viewing segment and surrounding the desired landing area, such that the perceived contrast of the airport map layer within the boundary is increased; and When the terrain is de-emphasized, the terrain contrast within the boundary is returned to the first level of terrain contrast in response to receiving a restore trigger.

8. A flight display system according to claim 7, wherein the recovery trigger is one of: a threshold amount of time that has passed; a deviation from a specified flight plan; and a deviation from the specified flight plan that exceeds a threshold distance for more than a threshold amount of time.

9. The flight display system of claim 8, wherein the processor is further configured to monitor the terrain data in the viewing segment to identify a plurality of objects therein; For each object in the plurality of objects, comparing the object size to a size threshold; and When each of the plurality of objects has a size smaller than a corresponding threshold size, it is further determined that the aircraft is in a terrain de-emphasis scenario.

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