Display system and method for an aircraft

Abstract

A display system and method for an aircraft, the display system comprising: a display device defining a display area; a vision system to generate an image of an operating environment of the aircraft on the display area; a data processor operably coupled to the display device and the vision system; and a non-transitory machine-readable memory operably coupled to the one or more data processors and storing instructions executable by the one or more processors, the instructions configured to cause the one or more processors to: cause a change in a flight information display on the display area to clear a cutout in the image generated by the vision system that is free of imaging by the vision system and display an approach light system (ALS) of an intended landing runway of the aircraft when a condition of the aircraft is met.

Description

Technical Field

[0001] This invention relates generally to aircraft, and more particularly to aircraft display systems. Background Technology

[0002] An aircraft's electronic primary flight display (PFD) is used to display key flight information, such as airspeed, turn coordinator, altimeter, and vertical speed indicator. Other flight information may include level condition indicators, lateral and vertical deviation scales, and data read from real-time sensor inputs. The PFD can also be used to display other perceptual information, such as synthetic vision (SV), to improve the pilot's situational awareness. A typical SV system uses computer-generated images of the external scene terrain, derived from the aircraft's attitude and navigation data, as well as data on terrain, runways, and obstacles (e.g., towers, buildings, and other environmental features) stored in a database. Enhanced SV systems can be integrated into synthetic vision guidance systems (SVGS) or combined vision guidance systems (CVGS) with additional monitors.

[0003] Similar flight information and synthetic vision can be displayed on other types of aircraft displays, such as head-up displays (HUDs), which can include transparent displays that can present data without requiring the pilot to take their eyes off the aircraft's windshield.

[0004] During time-critical missions in low-visibility operations, the presentation of flight and perception information on the PFD or HUD can distract the pilot. In adverse weather conditions, pilots need to focus on the task at hand to obtain visual cues as they approach the runway. Some of these visual cues include approach lighting systems (if installed) or runway visual references that the airport must provide and maintain (such as landing area lights or markings, centerline lights or markings, runway edge lights, runway end lights, etc.). Summary of the Invention

[0005] According to one aspect, a display system for an aircraft is provided, the system comprising: a display device defining a display area; a vision system for generating an image of the aircraft's operating environment on the display area; one or more data processors operatively coupled to the display device and the vision system; and a non-transitory machine-readable storage device operatively coupled to the one or more data processors and storing instructions executable by the one or more processors, the instructions being configured to cause the one or more processors to:, when conditions of the aircraft are met, cause a change in the display of flight information on the display area to declutter a cut-off area in the image generated by the vision system, the cut-off area having no image generated by the vision system, and display the approach lighting system (ALS) of the aircraft's intended landing runway.

[0006] In some embodiments, the instructions are configured to cause one or more processors to, when conditions of the aircraft are met, cause a change in the display of flight information on the display area to clear areas in the display area adjacent to the cut-off area.

[0007] In some embodiments, the vision system includes one or more of a synthetic vision system and an augmented vision system.

[0008] In some embodiments, the excised area does not have synthetic visual imaging generated by the visual system.

[0009] In some embodiments, the excised area does not have enhanced visual imaging generated by the visual system.

[0010] In some embodiments, the conditions include a flight phase.

[0011] In some embodiments, the condition includes the altitude of the aircraft.

[0012] In some embodiments, the instructions are configured to cause one or more processors to display enhanced visuals in a cut-off area of ​​the display region.

[0013] In some embodiments, changes to the display of flight information in the display area include moving flight information.

[0014] In some embodiments, changes to the display of flight information in the display area include removing the flight information.

[0015] In some embodiments, changes to the display of flight information in the display area include replacing the flight information.

[0016] In some embodiments, changes to the display of flight information in the display area include resizing the flight information.

[0017] In some embodiments, changes to the display of flight information in the display area include increasing the transparency of the flight information.

[0018] In some embodiments, changes to the flight information display include reducing the overlap between the flight information and the cut area.

[0019] In some embodiments, flight information includes angle of attack information.

[0020] In some embodiments, flight information includes attitude information.

[0021] In some embodiments, flight information includes lateral deviation information.

[0022] In some embodiments, flight information includes at least one of the following: compass information, navigation information, heading information, range information, altitude information, wind vector information, and information on when a selected minimum value is reached.

[0023] In some embodiments, the display device is a head-up display (HUD) device.

[0024] In some embodiments, the display device is a head-down display (HDD) device.

[0025] In some embodiments, the vision system is configured to operate in a combined vision-guided operation mode.

[0026] In some embodiments, the display area includes: a display area defined on a head-up display (HUD) device and a display area defined on a head-down display (HDD) device; and changes in the flight information display on the display area include synchronized changes in the flight information display on the display area defined on the HDD device and changes in the flight information display on the display area defined on the HUD device.

[0027] According to another aspect, an aircraft including a display system as defined herein is provided.

[0028] According to a further aspect, a method for changing the display on a display area of ​​an aircraft is provided, the method comprising: determining whether the conditions of the aircraft are met; and, when the conditions are met, causing a change in the display of flight information on the display area to clear a cut-off area in an image generated by a vision system, the cut-off area having no image generated by the vision system, and displaying the approach lighting system (ALS) of the aircraft's intended landing runway.

[0029] In some embodiments, the method further includes causing a change in the display of flight information on the display area when the conditions of the aircraft are met, in order to clear the area of ​​the display area adjacent to the cut-off area.

[0030] In some embodiments, the excised area does not have synthetic visual imaging generated by the visual system.

[0031] In some embodiments, the excised area does not have enhanced visual imaging generated by the visual system.

[0032] In some embodiments, the conditions include a flight phase.

[0033] In some embodiments, the condition includes the altitude of the aircraft.

[0034] In some embodiments, the method further includes displaying enhanced visuals in a cut-off area of ​​the display region.

[0035] In some embodiments, changes to the display of flight information in the display area include moving flight information.

[0036] In some embodiments, changes to the display of flight information in the display area include removing the flight information.

[0037] In some embodiments, changes to the display of flight information in the display area include replacing the flight information.

[0038] In some embodiments, changes to the display of flight information in the display area include resizing the flight information.

[0039] In some embodiments, changes to the display of flight information in the display area include increasing the transparency of the flight information.

[0040] In some embodiments, changes to the flight information display include reducing the overlap between the flight information and the cut area.

[0041] In some embodiments, flight information includes angle of attack information.

[0042] In some embodiments, flight information includes attitude information.

[0043] In some embodiments, flight information includes lateral deviation information.

[0044] In some embodiments, flight information includes at least one of the following: compass information, navigation information, heading information, range information, altitude information, wind vector information, and information on when a selected minimum value is reached.

[0045] In some embodiments, the display area is defined on a head-up display (HUD) device.

[0046] In some embodiments, the display area is defined on a head-down display (HDD) device.

[0047] In some embodiments, the display area is limited to the main flight display.

[0048] In some embodiments, the display area includes: a display area defined on a head-up display (HUD) device and a display area defined on a head-down display (HDD) device; and changes in the flight information display on the display area include synchronized changes in the flight information display on the display area defined on the HDD device and changes in the flight information display on the display area defined on the HUD device.

[0049] In some embodiments, the method further includes restoring the display area to the flight information display before the change when the restoration conditions are met.

[0050] In some embodiments, the recovery condition includes actuating the takeoff / go-around (TOGA) switch.

[0051] In some embodiments, the recovery condition includes partial thrust go-around performed by increasing the throttle horizontal angle by 25 degrees.

[0052] In some embodiments, recovery conditions include aircraft landing.

[0053] According to another aspect, a computer program product is provided for changing a display on a display area of ​​an aircraft, the computer program product including a non-transitory computer-readable storage medium containing program code that can be read / executed by a computer, processor or logic circuit to perform the method defined herein.

[0054] Other features will become apparent from the accompanying drawings and the following description. Attached Figure Description

[0055] An example embodiment is shown in the accompanying drawings.

[0056] Figure 1 An aircraft flight control console according to an embodiment is shown, along with a corresponding exemplary aircraft including the flight control console;

[0057] Figure 2 An example is shown. Figure 1 A schematic diagram of the display system of an aircraft;

[0058] Figure 3 According to the embodiments Figure 1 A schematic representation of the synthetic vision system of an aircraft;

[0059] Figure 4 According to the embodiments Figure 1A schematic diagram of an aircraft's enhanced vision system;

[0060] Figure 5 The combination of uses according to the embodiments Figure 3 Synthetic vision generated by synthetic vision systems and its use Figure 4 Example image of an unmodified PFD layout generated by an augmented vision system;

[0061] Figure 6 According to the embodiments Figure 5 Example image of a modified and cleaned PFD layout;

[0062] Figure 7 The combination of uses according to the embodiments Figure 3 Synthetic vision generated by synthetic vision systems and its use Figure 4 Example image of an unmodified HUD layout generated by an enhanced vision system;

[0063] Figure 8 According to the embodiments Figure 7 Example image of a modified and cleaned-up HUD layout;

[0064] Figure 9 The combination of uses according to the embodiments Figure 3 Synthetic vision generated by synthetic vision systems and its use Figure 4 Another example image of an unmodified HUD layout generated by the enhanced vision system;

[0065] Figure 10 This is a flowchart of an example method for clearing a display on the display area of ​​an aircraft according to an embodiment;

[0066] Figure 11A This is a schematic representation of the transition from the instrumentation segment to the vision segment during a non-precision approach procedure according to an embodiment; and

[0067] Figure 11B This is a schematic representation of the transition from the instrument segment to the vision segment during a precision approach procedure according to an embodiment. Detailed Implementation

[0068] This document discloses systems and methods for assisting pilots during aircraft flight. In various embodiments, the systems and methods disclosed herein can improve the operation of the aircraft flight console by providing visualization techniques to clean up (e.g., alter, shift, or remove) the display of flight information (such as flight symbols and characters) used on the primary flight display (PFD) or other types of aircraft displays, reducing interference with other visual cues (such as approach lighting systems, runway markings, and / or runway environment), and assisting the pilot in visually picking up such visual cues as they approach the runway.

[0069] The systems and methods disclosed herein for clearing flight information on aircraft displays can improve the transition from instrument landing to visual landing during aircraft landing procedures.

[0070] In some embodiments, the systems and methods disclosed herein can enhance a pilot’s situational awareness during relatively high-workload flight phases. This enhancement of situational awareness can allow pilots to fly confidently in low-visibility conditions, particularly those with poor visibility due to weather or fog, and at night, and can improve flight safety by reducing the risk of flying into terrain. The systems and methods disclosed herein can be used during various operational phases of an aircraft (e.g., flight), as well as when actual external weather and visibility conditions are very poor.

[0071] The following disclosure describes systems and methods useful for providing equivalent visual operations (EVO) to flight crews of aircraft, independent of actual external weather and visibility conditions. For example, the systems and methods described herein can facilitate the ability to use the same or substantially the same operating procedures for an aircraft, independent of actual weather conditions. In some embodiments, such as if the pilot can see the visual references required to continue the approach (e.g., approach lighting systems, runway markings, and / or runway environment) at decision altitude (DH) or decision elevation (DA), the systems and methods described herein can allow a successful landing at decision altitude (DH) or decision elevation (DA). Otherwise, if the pilot cannot see the visual references required to continue the approach, the pilot must initiate an approach failure (e.g., a go-around).

[0072] In some embodiments, the systems and methods described herein can create a virtual visual flight environment for flight crews independently of actual external weather and visibility conditions by using synthetic vision (SV) and augmented vision (EV) techniques. In some embodiments, the virtual visual environment can include complementary use of SV and EV techniques by combining (e.g., fusing) SV and EV information to generate an image containing both the merged SV and EV information. In some embodiments, the systems and methods described herein can facilitate low-visibility approach and landing operation authorization beyond CAT II / III on a wider number and type of runways, compared to currently permitted low-visibility operations.

[0073] In some embodiments, the systems and methods described herein can, for example, clear information on aircraft displays during a two-way callout procedure (e.g., at decision altitude / altitude (DH / DA) and 100 feet above ground level (AGL)) to provide aircraft operators with better visibility of visual cues in the approach lighting system (ALS) area and the runway area.

[0074] Various aspects of the various embodiments are described with reference to the accompanying drawings.

[0075] Figure 1 A partial schematic representation of an exemplary aircraft 10 and a flight cockpit 12 that may be part of the aircraft 10 is shown. The aircraft 10 may be a corporate, private, commercial, or any other type of aircraft. For example, the aircraft 10 may be a fixed-wing aircraft. In some embodiments, the aircraft 10 may be a narrow-body twin-engine jet airliner or an ultra-long-range business jet. The aircraft 10 may include a visual guidance system further described below. The flight cockpit 12 may include more or fewer elements than those shown and described herein. The flight cockpit 12 may include a left section 12A intended for use by the pilot (sometimes referred to as the “captain”) of the aircraft 10, and a right section 12B intended for use by the first officer (sometimes referred to as the “co-pilot”) of the aircraft 10. The left section 12A and the right section 12B may include functionally identical components, thereby providing at least some operational redundancy between the left section 12A and the right section 12B of the flight cockpit 12. The term “flight crew” as used herein is intended to cover one or more individuals responsible for the operation of the aircraft 10 during flight. Such individuals may include, for example, pilots and / or co-pilots.

[0076] The flight control console 12 may include one or more display devices defining a corresponding display area. Figure 1In the exemplary configuration of the flight cockpit 12 shown, the left portion 12A and the right portion 12B may each include a primary flight display 14A (hereinafter referred to as "PFD 14A") and a multifunction display 14B (hereinafter referred to as "MFD 14B"). In some embodiments, the flight cockpit 12 may also include an auxiliary display 14C disposed in the base area 20 of the flight cockpit 12 and shared between the pilot and co-pilot during normal operation of the aircraft 10. The PFD 14A, MFD 14B, and shared display 14C may each be considered as a "head-down display (HDD)" and are collectively referred to herein as HDD 14. HDD 14 may include one or more cathode ray tube (CRT), liquid crystal display (LCD), plasma display, light-emitting diode (LED) based displays, or any type of display device that may be suitable for the flight cockpit 12. HDD 14 can be configured to dynamically display operational and status information about various systems of aircraft 10, information related to flight / mission plans, maps, and any other information useful to flight crew (e.g., pilots) during the operation of aircraft 10. HDD 14 can facilitate dialogue between flight crew and various systems of aircraft 10 through a suitable graphical user interface.

[0077] The flight cockpit 12 may include one or more data input devices, such as one or more cursor control devices 22, one or more multifunction keypads 24, one or more (e.g., standalone or multifunction) controllers 26 (hereinafter referred to as singular), and one or more HUD mode selectors 32, which allow the crew to input data. For example, such controllers 26 may be housed in anti-glare panels 28 above PFD 14A and MFD 14B. Controllers 26 may be of the type referred to as a “Control Tuning Panel” (CTP), a “Radio Tuning Panel” (RTP), or a “Radio Tuning Unit” (RTU). For example, controllers 26 may facilitate radio management functions and provide convenient means to select frequencies, codes, channels, operating modes, volume, and optionally other functions. Controllers 26 may be configured to facilitate the operation of the aircraft 10’s visual guidance system.

[0078] The flight console 12 may also include one or more head-up display devices 30 (hereinafter referred to as "HUD 30"), which may include transparent displays that can present data without requiring the pilot to remove their gaze from a normal point on the windshield of the aircraft 10. The HUD 30 can present information to the pilot when their head is positioned "up" and looking forward, rather than looking down at an angle at lower instruments or displays (such as HDD 14). In various embodiments, the left portion 12A and the right portion 12B may each include a HUD 30, or alternatively, the flight console 12 may include only one HUD 30, for example, the HUD 30 arranged in the left portion 12A of the flight console 12.

[0079] HUD mode selector 32 may be arranged in anti-glare panel 28 of flight console 12. HUD mode selector 32 may include pilot input device (e.g., knob) that can be actuated by the pilot to select the operating (e.g., display) mode of HUD 30.

[0080] While various aspects of this disclosure specifically relate to the use of onboard display devices of the aircraft 10, it should be understood that the display system of the aircraft 10 may be used in conjunction with one or more display devices located outside the aircraft 10 (e.g., at a ground station) to assist remote (e.g., ground-based) operators of the aircraft 10 (e.g., pilots).

[0081] Figure 2 A schematic diagram of an example display system 34 for aircraft 10 is shown. One or more portions of display system 34 may be integrated with flight console 12. Display system 34 may include one or more computers 36 (hereinafter referred to in the singular) operatively coupled to one or more display devices, such as HUD 30 and / or HDD 14 of flight console 12. Computer 36 may include one or more data processors 38 (hereinafter referred to in the singular) and one or more computer-readable memories 40 (hereinafter referred to in the singular) storing machine-readable instructions 42 executable by data processors 38 and configured to cause data processors 38 to generate one or more outputs (e.g., signals) to cause the steps of the methods described herein to be performed.

[0082] Computer 36 may be part of the avionics suite of aircraft 10. For example, in some embodiments, computer 36 may perform additional functions beyond those described herein, including the management of one or more graphical user interfaces for flight cockpit 12 and / or other parts of aircraft 10. In various embodiments, computer 36 may include more than one computer or data processor, wherein the methods disclosed herein (or in part thereof) may be performed using multiple computers 36 or data processors 38, or alternatively, may be performed entirely using a single computer 36 or data processor 38.

[0083] Data processor 38 may include any suitable device configured to cause a series of steps to be executed by computer 36 to implement a computer-implemented process, such that instructions 42, when executed by computer 36 or other programmable means, can cause the function / action specified in the methods described herein to be performed.

[0084] Memory 40 may include any suitable machine-readable storage medium. Memory 40 may include non-transitory computer-readable storage media, such as, but not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any suitable combination of the foregoing. Memory 40 may include any suitable combination of computer memories, located internally or externally to computer 36. Memory 40 may include any storage device (e.g., apparatus) suitable for retrievably storing machine-readable instructions 42 executable by data processor 38.

[0085] Various aspects of this disclosure may be embodied as systems, apparatus, methods, and / or computer program products. Thus, various aspects of this disclosure may take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, various aspects of this disclosure may take the form of computer program products embodied in one or more non-transitory computer-readable media (e.g., memory 40), on which computer-readable program code (e.g., instructions 42) is embodied. Computer program code for performing operations of various aspects of this disclosure according to instructions 42 can be written in any combination of one or more programming languages. Such program code can be executed wholly or partially by computer 36 or other data processing apparatus. It should be understood that, based on this disclosure, those skilled in the art can readily write computer program code for implementing the methods disclosed herein.

[0086] Computer 36 is operably connected to HUD 30 and / or HDD 14 so that output from computer 36 can at least partially control the operation of HUD 30 and / or HDD 14. Display system 34 may also include vision systems for generating images of the operating environment of aircraft 10 (e.g., the flight environment), such as synthetic vision system 44 (hereinafter referred to as “SVS44”) and augmented vision system 46 (hereinafter referred to as “EVS 46”), as well as pilot input devices such as controller 26 and HUD mode selector 32, and one or more system monitors 48. Computer 36 is operably connected to SVS 44, EVS 46, input devices 26, 32, and system monitor 48.

[0087] Display system 34 can operate in one or more operating modes. For example, display system 34 can operate in an SV operating mode that includes using SV but not EV. Display system 34 can also operate in a combined vision (CV) operating mode that includes using a combination of SV and EV.

[0088] Figure 3 This is a schematic representation of an exemplary SVS 44 of the display system 34. SV can significantly improve the situational awareness of the aircraft operator. A typical SV system uses a computer-generated image of the external scene terrain, generated from aircraft attitude, navigation data, and terrain and obstacle data stored in one or more databases stored on the aircraft 10. In some embodiments, SVS 44 may include a terrain database, a runway database, a navigation monitor, and a scene generator. In some embodiments, SVS 44 can be operatively coupled to the PFD14A, HUD 30, radio altimeter, inertial reference system (IRS), airborne data system, global positioning system (GPS), navigation system and database, instrument landing system (ILS) radio equipment, and flight technical error (FTE) monitor.

[0089] SVS 44 can be used to provide computer-generated SV images for display on PFD 14A and / or HUD 30. In some embodiments, synchronized SV images can be displayed simultaneously on PFD 14A and HUD 30. In some embodiments, the SV image may include symbols or visual aids to assist the pilot in controlling the aircraft 10. For example, the SV image may include a contour map outlining the destination runway.

[0090] SVS 44 can be integrated into either a Synthetic Visual Guidance System (SVGS) or a Combined Visual Guidance System (CVGS). For example, SVS 44 can be integrated into an SVGS operating mode, which provides context awareness and acts as a guidance system working in conjunction with a navigation guidance system to provide operational capabilities. The CVGS operating mode combines the SVGS operating mode with the EVS46 during operation.

[0091] Figure 4 This is a schematic representation of an example EVS 46 of display system 34. EVS 46 can provide the pilot with a display of the external scene using imaging sensors mounted on aircraft 10. EVS 46 can provide the pilot with images that can enhance unaided human vision. EVS 46 may include one or more forward-looking imaging sensors, such as a color camera, infrared camera, or radar. The images can be provided to the pilot via a display device inside aircraft 10. EVS 46 is operablely coupled to receive aircraft status data and is also operablely coupled to PFD 14A and / or HUD 30. EVS 46 can generate enhanced image data representing a three-dimensional perspective of the scene outside (e.g., in front) of aircraft 10 for subsequent display on, for example, display devices such as PFD 14A and / or HUD 30.

[0092] EVS 46 can be used to provide EV images for display on HUD 30. In some embodiments, synchronized EV images can be displayed simultaneously on HDD 14 (e.g., MFD 14B or PFD 14A) and HUD 30. In some embodiments, the EV image may include symbols or visual aids to assist the pilot in controlling the aircraft 10. For example, the EV image may include an outline of the runway approach lights.

[0093] Combined visual (CV) images combine SV and EV information on the same image. By using appropriate methods to fuse / merge SV and EV information onto a common image, CV images complementarily utilize SV and EV techniques. For example, the advantages of EV can compensate for the limitations of SV, and vice versa. Thus, the combination of SV and EV can provide flight crews with a visual flight environment independent of external weather and visibility conditions. In some embodiments, the combination of SV and EV can provide an EVO environment, allowing the pilot to fly with a substantially complete "out-of-the-window" display.

[0094] In some embodiments, CV images may include SV images and / or EV images of the destination runway environment (such as runway outlines).

[0095] In some embodiments, the CV image may be an inset of the EV image within the SV image. In some embodiments, the CV image may be a segmentation between the EV image and separate SV images.

[0096] In some embodiments, synchronized CV images can be displayed simultaneously on PFD 14A and HUD 30.

[0097] Selected synthetic vision (e.g., SV image or information) can be removed (referred to herein as "cut-off") from an area of ​​an image (such as a CV image displayed on a PFD 14A and / or HUD30) such that the cut-off area is free of certain imaging (such as synthetic vision imaging and / or enhanced vision imaging), while the remaining SV image surrounds the cut-off area.

[0098] Once the conditions are met, the removal of the SV image from the cut-off area can be performed. In some embodiments, the conditions may be the flight phase or altitude of the aircraft 10, such as the distance from decision altitude (DH) or decision elevation (DA), or whether DH / DA has been reached. In some embodiments, the removal of the SV image or information may allow the display of the EV image or information, thereby allowing the operator to obtain better visibility of the EV image or information on the display. In some embodiments, the removal of the SV image or information may be replaced by the EV image or information. In some embodiments, the removal of the SV image or information may be replaced by non-enhanced visuals (e.g., a natural "out-of-the-window" cue).

[0099] In some embodiments, the cut-off may be performed only when the display system 34 is in CVS mode, as further detailed below.

[0100] In some embodiments, selected SV images or information can be removed or cut off from the ALS (Approach Lighting System) cut-off area of ​​the images displayed on PFD 14A and / or HUD 30. The ALS cut-off area on the display can show the ALS of the runway to which the aircraft 10 intends to land. In some embodiments, the ALS cut-off area can be determined based at least in part on data from the runway database of SVS 44. In some embodiments, the ALS cut-off area can be determined based at least in part on approach lights detected by EVS 46. Thus, the ALS cut-off area can allow the approach lights to be aligned with the SV image or information being displayed. In some embodiments, the ALS cut-off area can be used as a means of verifying the SV image from the EV image, for example, based on the alignment of the SV image and the EV image relative to each other. Furthermore, ALS cutting can allow the EV image and visual cues to be displayed more clearly within the area, such as the EV image of the runway approach lights outlining the ALS.

[0101] In some embodiments, the ALS excision area may include longitudinal strips and horizontal columns. Figure 9An exemplary combined visual image 90 is shown, which has an ALS excision area 92 including longitudinal bars 94 and horizontal columns 96.

[0102] In some embodiments, the ALS excision area does not include a horizontal column excision area, such as horizontal column 96, because the horizontal column light is not always juxtaposed with the horizontal column excision area.

[0103] Removing selected SV images or information from the cut-off area of ​​the display, such as from the ALS cut-off area, can allow the EV image to provide visual references to the flight crew to identify runway visual cues, such as approach lights (if installed) of the Approach Lighting System (ALS) or destination runway lights, and continue landing.

[0104] It should be understood that other areas of the SV image or information on the display can be removed or cropped. For example, the runway itself can also be cropped from the synthetic visual image.

[0105] The PFD 14A and / or HUD 30 may also display flight information, including symbols typically found on the PFD 14A and / or HUD 30, such as information indicating the aircraft's attitude, airspeed, and altitude, and navigation information. Other flight information may also be included, such as level condition indicators, lateral and vertical deviation scales, and data read from real-time sensor inputs. Flight information may include text and / or graphical indications, and in some embodiments may include data notifications. In some embodiments, additional symbols or visual aids may be displayed to assist the pilot in controlling the aircraft 10.

[0106] Flight information, presented in various areas and indicators of the display device (such as PFD 14A and / or HUD 30), for example in the form of data notifications, may be based on real-time data associated with the operation of the aircraft and received as input, for example, from one or more monitors 48 and input devices 26, 32. Information may be presented using graphic objects (e.g., lines, symbols, or other non-text objects) and / or text objects.

[0107] Figure 5 This is an example of a layout displayed on PFD 14A using display system 34, including CV image 50, which combines SV and EV information on the same image and surrounds the SV image. CV image 50 may contain SV images, such as runway outline 54 delineating the destination runway.

[0108] For example, in Figure 5As shown, a selected SV image or information can be cut off from the ALS (Approach Lighting System) cut-off area 58 displayed on PFD 14A. The ALS cut-off area 58 may correspond to the ALS of the intended landing runway of the aircraft 10. Thus, the ALS cut-off area 58 can allow the approach lights to be aligned with the displayed SV image or information.

[0109] The CV image 50 may include display elements such as EV images, such as runway approach lights 52, and since there are no SV images in this area, the ALS cutoff area 58 can allow for better visibility of the runway approach lights 52.

[0110] Figure 5 The information displayed in the display area of ​​PFD 14A is shown. This information may include flight information typically found on PFD 14A and may include symbols and data notifications indicating information related to the aircraft's attitude, airspeed, and altitude, as well as navigation information. Flight information may include text and / or graphic indications. Figure 5 As shown, some flight information can be displayed in the same vicinity and adjacent to the ALS cutoff area 58, runway approach lights 52, and runway outline 54. Therefore, there may be issues of overlap or visual obstruction.

[0111] like Figure 5 As shown, in some embodiments, the flight information on the PFD 14A may include: 10 ° Pitch attitude markings 56A, 5 ° Pitch attitude marker 56B, horizon 56C, altitude band 56D, airspeed band 56E, horizontal condition indicator (HSI) compass 56F, navigation source and range information 56G, angle of attack indicator 56H, radar altimeter minimum 56J, lateral deviation locator (LOC) scale 56K, true airspeed (TAS) and ground speed (GS) indicators 56L, wind vector 56M, heading (HDG) data status 56N, radar altimeter minimum (RA MIN) reading 56P, flight path vector (FPV) 56Q, command guidance cue 56R, and flight path angle reference cue (FPARC) 56S.

[0112] In some embodiments, the flight information on the PFD 14A may further include: -5 ° Pitch attitude marker, -10 ° Pitch attitude markings, and other suitable flight information not shown but which may be displayed during operation of the aircraft 10.

[0113] The systems and methods disclosed herein can improve the cluttering of flight information that may obscure visual cues shown adjacent to the ALS cutoff area 58 and runway outline 54. This is further described in detail below and with reference to... Figure 6 Cleanup may include, for example, shifting flight information (e.g., moving it up, down, left, or right on PFD 14A) or removing flight information (if it is considered irrelevant to the flight phase).

[0114] Figure 7 This is an example of a layout displayed on HUD 30 using display system 34, including CV image 70, which combines SV and EV information on the same image and surrounds the SV image. CV image 70 may contain SV images, such as runway outline 74 outlining the destination runway.

[0115] For example, in Figure 7 As shown, selected SV images or information can be cut off from the ALS (Approach Lighting System) cut-off area 78 displayed on the HUD 30. The ALS cut-off area 78 may correspond to the ALS of the intended landing runway of the aircraft 10. Thus, the ALS cut-off area 78 allows the approach lights to be displayed on the HUD 30.

[0116] The CV image 70 may include display elements (such as EV images), such as runway approach lights 72, and the ALS cutoff area 78 may allow for better visibility of the runway approach lights 72.

[0117] The CV image 70 may include display elements such as EV images, such as runway approach lights 72, and since there are no SV images in this area, the ALS cutoff area 78 can allow for better visibility of the runway approach lights 72.

[0118] Figure 7 The information displayed in the HUD 30's display area includes flight information typically found on the HUD 30, and may include symbols and data notifications indicating information related to the aircraft's attitude, airspeed, and altitude, as well as navigation information. Flight information may include text and / or graphic indications. Figure 7 As shown, some flight information can be displayed in the same vicinity and adjacent to the ALS cutoff area 78, runway approach lights 52, and runway outline 74. Therefore, there may be issues of overlap or visual obstruction.

[0119] like Figure 7 As shown, in some embodiments, the flight information 76 on the HUD 30 may include: 5 ° Pitch attitude markings 76A, -5 ° Pitch attitude markings 76B, -10° Pitch attitude marker 76C, horizon 76D, altitude band 76E, airspeed band 76F, ground speed (GS) indicator 76G, heading (HDG) data status 76H, route (CRS) data status 76J, navigation source and range information 76K, angle of attack indicator 76L, radar altimeter reading 76M, lateral deviation locator (LOC) scale 76N, wind vector 76P, vertical speed 76Q, minimum (MIN) marker associated with decision altitude (DH) or decision elevation (DA) 76R, flight path vector (FPV) 76S, command guidance cue 76T, and flight path angle reference cue (FPARC) 76U.

[0120] The systems and methods disclosed herein can improve the clarity of flight information that may obscure visual cues shown near the ALS cutoff area 78 and runway outline 74. This is further described in detail below and with reference to... Figure 8 Cleanup can include, for example, shifting flight information (e.g., moving it up, down, left, or right on the HUD 30) or removing flight information (if it is considered irrelevant to the flight phase).

[0121] Display system 34 can provide enhanced situational awareness to the flight crew and can also help achieve operational confidence (e.g., lower operational minimum requirements) for aircraft 10 by combining the benefits of CV with appropriate system / performance monitoring. The CVGS operating mode for operational confidence may be more stringent than the CVS display mode used solely for situational awareness. Similarly, the SVGS operating mode for operational confidence may be more stringent than the SVS display mode used solely for situational awareness. The CVGS operating mode may be based on a solution that integrates the SVGS used for operational confidence with the EVS image on the head-up display system, thereby providing enhanced visual cues during the visual segment. Display system 34 and / or other aircraft systems can provide sufficient guidance information to help the crew monitor the approach process and safety until a below-standard decision altitude is reached (e.g., below 200 feet, 150 feet, or 100 feet) and issue alerts during CVGS / SVGS operations if any excessive lateral or vertical deviation from the expected flight path, navigation system errors, or scene positioning errors occur. The guidance function of the CVGS or SVGS operating mode of the display system 34 can be provided at least in part via monitor 48, which can descend from the standard decision altitude (e.g., 300 feet) to below-standard decision altitudes (e.g., below 200 feet, 150 feet, or 100 feet) to track the lateral and vertical deviations of the aircraft 10 from its intended flight path. Additionally, the guidance function can include appropriate speed control (e.g., +10 / -5 knots) to ensure a smooth transition throughout the approach, leveling, landing, and taxiing phases. The SVGS operating mode can utilize SV without using EV to assist the flight crew in reaching below-standard decision altitudes / altitudes.

[0122] For example, monitor 48 may include flight technical error (FTE) monitoring to detect excessive lateral and vertical deviations, navigation system errors, and / or scene positioning errors. In some embodiments, monitor 48 may monitor the integrity of aircraft systems relied upon, for example, during approach. In some embodiments, monitor 48 may monitor the integrity of the terrain / runway / obstacle database of SVS 44. Such integrity monitoring of synthetic data can be performed by comparing it with, for example, data from a radar altimeter.

[0123] The selection of the operating mode of the display system 34 (e.g., CVGS operating mode or SVGS operating mode) can be performed by an optional object displayed on the controller 26, and the appropriate display mode of the HUD 30 and PFD 14A can be automatically activated, as well as one or more monitors 48 required to benefit from the operational authorization.

[0124] SVS mode can be a display mode that provides SV without providing EV. CVS mode can be a display mode that provides a combination of SV and EV. SVGS operation mode can automatically and by default cause HUD 30 and PDF 14A to simultaneously display a synchronized image including SV but without EV, and activate one or more monitors 48 required to benefit from operation authorization. CVGS operation mode can automatically and by default cause HUD 30 and PDF 14A to simultaneously display a synchronized image including a combination of SV and EV, and activate one or more monitors 48 required to benefit from operation authorization.

[0125] The combination of SV and EV, along with additional system / performance monitoring, can be used to reduce the occurrence of approach failures (e.g., go-arounds) by allowing SV to be validated against EV and by providing the necessary visual references (such as runway markings or runway environment), and to help flight crews monitor the safety of approach and landing operations through the contribution of EV to CV imagery. For example, relying on SV and / or EV to provide the necessary visual references, along with system / performance monitoring, could potentially allow landings and taxiing to safe speeds at lower runway visual range (RVR) values, where the RVR value corresponds to a distance at which the aircraft's pilot can see the runway surface markings depicting or identifying the runway's centerline.

[0126] The CVGS operating mode utilizes the SVGS operating mode, which is designed to reduce the decision altitude (DH) or decision elevation (DA) below standard values ​​by providing system / performance monitoring, thereby enabling operational confidence to lower the DH or DA. Once the desired decision altitude (DH) or decision elevation (DA) is reached, the CVGS operating mode can utilize EV to provide the flight crew with the visual references required for landing.

[0127] If possible Figure 5 and Figure 7 As seen in the images, certain aspects of the ALS resection areas 58 and 78 may be visually obscured by various other data or information displayed (such as flight information 56A-56S and 76A-76U, respectively).

[0128] exist Figure 5 For example, the visibility of the ALS cutoff zone 58 may be obstructed by the HIS compass 56F, navigation source and range information 56G, and angle of attack indicator 56H. The visibility of the ALS cutoff zone 58 may be further obstructed by the radar altimeter minimum 56J and the lateral deviation LOC scale 56K (in some embodiments, -10). ° Pitch attitude marker (not shown) is blocked.

[0129] In scenarios where the wind blows from the right, for example... Figure 5 As shown, the nose of the aircraft 10 is pointing to the right, and the ALS cut-off zone 58 is shown on the left side of PFD 14A, which results in the ALS cut-off zone 58 being blocked in the case of right-side winds.

[0130] exist Figure 7 For example, the visibility of the ALS excision zone 78 may be determined by the MIN marker 76R, the radar altimeter reading 76M, the LOC scale for lateral deviation 76N, and -10. ° Pitch attitude marker 76C, navigation source and range information 76K, angle of attack indicator 76L, wind vector 76P. MIN mark 76R, radar altimeter reading 76M, LOC scale 76N, and -10 ° Pitch attitude marker 76C may be a critical item that would hinder operation in low visibility conditions.

[0131] In scenarios where the wind blows from the right, for example... Figure 7 As shown, the nose of the aircraft 10 is pointing to the right, and the ALS cut-off area 78 is shown on the left side of the HUD 30, resulting in the ALS cut-off area 78 being blocked.

[0132] Therefore, for example, when conditions are met, the display system 34 can perform changes (e.g., clearing) to display elements (such as flight information on PFD 14A and / or HUD 30).

[0133] In some embodiments, cleanup is performed on both the PFD 14A and the HUD 30, although the cleanup actions performed on each display may differ.

[0134] For example, the conditions for clearing can be the flight phase or altitude of the aircraft 10. For example, clearing can be performed when the aircraft reaches the decision altitude (DH) or decision elevation (DA), or when the aircraft is at an altitude near (e.g., above) DH / DA, or before the aircraft reaches DH / DA.

[0135] In some embodiments, the cleaning of the HUD 30 occurs at an altitude of several hundred feet above ground level (AGL), such as 600 feet, 500 feet, 400 feet, 300 feet, or 250 feet.

[0136] In some embodiments, clearing of the PFD 14A occurs at an altitude of several hundred feet above ground level (AGL), such as 600 feet, 500 feet, 400 feet, 300 feet, or 250 feet. Clearing may correspond to a transition from synthetic vision to augmented vision. In some embodiments, clearing of the HUD 30 and / or PFD 14A may be tracked by triggering a MIN alarm sign (i.e., triggering a MIN alarm sign logically 100 feet above it).

[0137] Cleaning of HUD 30 and / or PFD 14A can be hardcoded to occur at a specified height above sea level or above ground level.

[0138] When the lateral scale changes in critical areas of the airspace (e.g., the required navigation performance changes the lateral scale at 1.0 NM, 0.30 NM, 0.2 NM, or 0.1 NM), cleanup can correspond to the transition.

[0139] When the display includes a magnified area, cleanup can correspond to a transition that expands the horizontal and vertical scales to include more precise monitoring (e.g., an air traffic flow indicator).

[0140] In some embodiments, cleanup may be dependent on DH / DA. In other embodiments, cleanup is independent of DH / DA, for example, performed at 300 feet AGL according to approach procedures, and is unrelated to DH / DA.

[0141] It is likely that a clearing will be performed shortly before the transition from instrument landing (such as SVGS, CVGS, GPS, navigation-based (such as radio navigation), or other approach types) to visual landing during the aircraft's landing procedure, as this would be very useful since the aircraft will be close enough to the runway to be able to pick up the EV within a certain distance.

[0142] Figure 11A This is a schematic representation of an example transition from the instrument segment to the vision segment during a non-precision approach procedure. A non-precision approach procedure guides the aircraft's maneuvers along its lateral path, not its vertical path. Cleanup can be triggered below the operational minimum of the non-precision approach procedure (“Minimum Descent Altitude / Height (MDA)”), such as... Figure 11A As shown in the "Cleanup Point".

[0143] Figure 11B This is a schematic representation of an example transition from the instrument segment to the vision segment during a precision approach procedure. The precision approach procedure guides the aircraft's maneuvers along both the lateral and vertical paths. Cleanup can be triggered slightly above the operational minimum of the precision approach procedure ("Decision Altitude / Altitude (DH / DA)"). Figure 11B As shown in the "Cleanup Point".

[0144] Cleaning up display elements on the PFD 14A and / or HUD 30 may include changing flight information so as not to obstruct cutoff areas, such as the corresponding ALS cutoff areas 58 and / or 78. Cleaning can be performed on the areas of the display area of ​​the PFD 14A and / or HUD 30 adjacent to ALS cutoff areas 58 and / or 78.

[0145] The following changes can be performed on one or more displays of flight information: moving or panning the flight information to different areas of the display; modifying the orientation of the flight information; resizing the flight information (e.g., scaling, compressing, or expanding, cropping), such as changing the font size of the flight information text; modifying the color of the flight information; modifying the transparency or opacity of the flight information; removing the flight information from the display (e.g., if deemed irrelevant to the flight phase); and replacing the flight information with alternative flight information containing alternative data and / or images. In some embodiments, changing the flight information may include reducing the overlap between the flight information and cut-off areas (such as ALS cut-off areas 58 and / or 78). It should be understood that one or more of the above modifications may be applied individually or in any combination to any data or information on the display (such as PFD 14A and / or HUD 30). In some embodiments, the actions may be performed using display system 34.

[0146] In some embodiments, the modification can occur immediately. In some embodiments, the modification can occur such that the transition is visible to the crew. For example, flight information can be displayed as moving from a first position on the display to a second position on the display, such as... Figure 5 The angle of attack indicator 56H in the middle was moved after cleaning. Figure 6 The left side of PFD 14A in the middle.

[0147] In another example, flight information can be displayed on the screen as resized from a large size to a compressed size, such as... Figure 5 HSI 56F in Figure 6 The image shown is replaced by a compressed HSI56F'. In another example, the altitude band 56D or the airspeed band 56E can be compressed to display only the altitude or airspeed reading (not shown).

[0148] In another example, the transparency of flight information can be modified, such as... Figure 5 The radar altimeter minimum 56J and LOC scale 56K are replaced by radar altimeter minimum 56J' and LOC scale 56K' with greater transparency, such as Figure 6 As shown in the image.

[0149] In some embodiments, the removal or replacement of flight information may be displayed as a fade-in or fade-out of flight information on an associated display, or as other suitable transitions.

[0150] Therefore, clearing can improve the chances of landing the crew in low visibility conditions, especially when the description of visual cues in the ALS area and runway area is crucial during bidirectional marking procedures (e.g., at DH / DA, and then at 100 feet AGL).

[0151] As described herein, the systems and methods for cleanup can be applied to any approach type, including, for example, SVGS and CVGS for low-visibility approaches or normal visibility conditions. In some embodiments, cleanup is not performed during high-angle approaches.

[0152] In some embodiments, when the recovery conditions are met, the cleaned display will be immediately cleared and restored to the previous (before cleaning) layout or normal layout.

[0153] Recovery conditions may include, for example, activating TOGA by actuating the Takeoff / Go-Around (TOGA) switch, or a partial thrust go-around (GA) at a specified throttle level angle, such as a partial thrust go-around performed by increasing the throttle level angle by 25 degrees. For instance, when the pilot actuates the TOGA switch in DH / DA mode, the cleared display can be cleared and restored to its normal layout. In another example, when the pilot does not actuate the TOGA switch but performs a partial thrust go-around by changing engine thrust (e.g., increasing the throttle level angle by 25 degrees), the cleared display will immediately clear and restore to its normal layout.

[0154] In some embodiments, the cleared display can be cleared and restored to a previous or normal layout, synchronized with taxiing mode operation. For example, in a taxiing operation where aircraft 10 has landed, aircraft 10 has landed on the runway and may be taxiing off the runway and approaching the taxiway. Once aircraft 10 has landed on the runway, the display can be restored to the previous layout before clearing, making the normal layout visible during the taxiing operation.

[0155] In some embodiments, when a large-angle (STP) approach is selected or activated on the aircraft 10, no clearing is performed. Large-angle approach procedures are not suitable for low-visibility operations because such maneuvers require approval at a high-visibility level.

[0156] Figure 6 An example of a modified layout displayed on a PFD 14A using display system 34 is shown, including CV image 50 and surrounding SV image, as well as cleaned-up modified flight information, resulting in a cleaned-up PFD 14A display.

[0157] like Figure 6As shown, in some embodiments, altering flight information on the PFD 14A during cleanup may include: moving the angle of attack indicator 56H to another location in the display area of ​​the PFD 14A; modifying the radar altimeter minimum 56J to remain in the same location and increasing its transparency to form the radar altimeter minimum 56J'; modifying the locator (LOC) scale 56K to remain in the same location and increasing its transparency to form the locator (LOC) scale 56K'; removing the level condition indicator (HSI) compass 56F and replacing it with a compressed HIS 56F'; and removing the navigation source and range information 56G and replacing it with a compressed navigation source and range information 56G'.

[0158] The compressed HIS 56F' is a simplified diagram of HIS compass information, including the HDG marker, heading reference circular scale, and Flight Management System (FMS) message lines (e.g., such as...). Figure 6 (See “Initial Position” shown). In some embodiments, the FMS message line message may include “LPV unavailable”, “Check fuel”, “GNSS unavailable”, etc.

[0159] In some embodiments, changing flight information on PFD 14A may include removing -10. ° Pitch attitude marker. -10 can be removed. ° Pitch attitude marking is necessary because its usefulness during normal approaches in low visibility conditions may not be required. However, it may be necessary for large-angle approaches. ° Pitch attitude marking. Generally, large-angle approaches are incompatible with low-visibility operations.

[0160] like Figure 6 As shown, in some embodiments, certain flight information, such as basic flight information (e.g., altitude band / reading, airspeed band / reading, flight path vector (FPV), etc.), is not changed during cleanup.

[0161] The cleanup allows for easy preservation of critical level condition indicators and flight information, and improves visibility of the lower part of the PFD 14A display area, including the ALS cut-off area 58.

[0162] In some embodiments, for CVGS approaches, the Air Flight Manual (AFM) restrictions may operationally require “full PFD mode” (where PFD 14A occupies the entirety of its corresponding HDD display device). For example, “full PFD mode” can utilize all the real estate of the HDD display area, such as the left 12A or right 12B of the flight cockpit 12. “Half PFD mode” can only use half the real estate of the HDD display area (such as the left 12A or right 12B of the flight cockpit 12) because the display area for PFD 14A can be shared with MFD 14B.

[0163] Figure 8 An example of a modified layout displayed on HUD 30 using display system 34 is shown, including CV image 70 and surrounding SV image, as well as cleaned-up modified flight information, resulting in a cleaned-up HUD 30 display.

[0164] like Figure 8 As shown, in some embodiments, changing the flight information on the HUD 30 during cleanup may include: moving the radar altimeter reading 76M in the display area (in Figure 8 (Indicated as upward); move the position of the locator (LOC) ruler 76N in the display area (in...) Figure 8 (Indicated as upward); Move the MIN mark 76R in the display area; Remove -10 ° Pitch attitude marker 76C.

[0165] In some embodiments, changing the flight information on the HUD 30 may include modifying the navigation source and range information 76K, such as moving the position (not shown); modifying the angle of attack indicator 76L, such as moving the position (not shown).

[0166] In some embodiments, when the high angle (STP) mode of the aircraft 10 is selected or activated, the readings of the radar altimeter 76M, the LOC scale 76N, and -10 are not performed. ° Changes to pitch attitude markings 76C.

[0167] In some embodiments, the MIN flag 76R can be moved because it no longer requires the Flight Path Vector (FPV) of the nearest neighbor display, as it may no longer be relevant during visual landing of the aircraft landing procedure. -10 ° Pitch attitude marker 76C may interfere with the visibility of the ALS cutoff area 78 and the ALS, and may be useless when cleanup occurs because cleanup is not performed in large angle (STP) mode, where -10 ° Pitch attitude marking 76C may be useful.

[0168] like Figure 8 As shown, in some embodiments, certain information, such as essential flight information (e.g., altitude band / reading, airspeed band / reading, flight path vector (FPV), etc.), is not changed during cleanup.

[0169] Cleaning can easily improve visibility of the lower part of the HUD 30's display area, including the ALS cutoff area 78. Since the ALS lamp may first appear in this display area, cleaning can help prevent the ALS lamp from being mistaken for lateral deviation scale symbols, such as the locator (LOC) scale 76N.

[0170] In some embodiments, cleaning up PFD 14A can be synchronized with cleaning up HUD 30, such that changing the flight information on PFD 14A is similar to changing the flight information on HUD 30. In some embodiments, one or more identical or similar changes, such as the modifications described herein, can be made to each of PFD 14A and HUD 30, thus synchronizing the cleaning up of PFD 14A and HUD 30.

[0171] In some embodiments, changes to flight information may include, for example, movement between the PFD 14A and HUD 30 at similar positions relative to the respective display areas.

[0172] In some embodiments, one or more identical changes may be made simultaneously or approximately simultaneously on each of the PFD 14A and HUD 30, and these changes may include one or more identical modifications described herein.

[0173] Although “cleaning” is described herein in the context of CVGS operating mode and combined visual images, it should be understood that in some embodiments, cleaning may be performed in the context of display system 34 operating modes such as CVS, SVS, or EVS, and may include the modifications described herein for only enhanced EV images.

[0174] Figure 10 This is a flowchart of an example method 100 for changing the display on a display area of ​​an aircraft (such as aircraft 10) to clear the display. Method 100 can be performed using the display system 34 described herein or using other systems. For example, machine-readable instructions 42 can be configured to cause a computer 36 to perform at least a portion of method 100. It should be understood that various aspects of method 100 can be combined with various aspects of other methods described herein.

[0175] At frame S110, a vision system such as SVS 44 and / or EVS 46 generates images of the operating environment of the aircraft 10, such as CV image 50 and CV image 70 and the surrounding SV image.

[0176] At frame S120, the generated image is displayed on the display area of ​​a display device, such as PFD 14A and / or HUD30.

[0177] At frame S130, an image or a portion of an image is removed from a cut-off area of ​​a display area, such as cut-off area 58 on the display area of ​​PFD 14A and / or cut-off area 78 on the display area of ​​HUD 30. In some embodiments, the synthetic vision generated by SVS 44 is removed from cut-off areas 58 and / or cut-off areas 78.

[0178] At block S140, system 34 evaluates the conditions of aircraft 10 to determine whether the conditions have been met. In some embodiments, this condition may be a decision altitude of 400 feet AGL to clear HUD 30 and / or PFD 14A. In some embodiments, the condition may be a decision altitude of 300 feet AGL to clear HUD 30 and / or PFD 14A. In some embodiments, the condition may be a decision altitude of 250 feet AGL to clear HUD 30 and / or PFD 14A. If the conditions are not met, the control flow returns to block S140. When the conditions are met, the control flow proceeds to block S150.

[0179] At frame S150, the flight display on the display area, such as flight information 56A-56S and flight information 76A-76U, can be changed to clear the area of ​​the adjacent cut-off region of the display area, wherein the cut-off region is the cut-off region 58 and / or cut-off region 78 of images such as CV images 50 and / or CV images 70 generated by the vision system and the surrounding SV images.

[0180] As described in this article, changing flight information can include one or more of the following: modifying flight information, moving flight information, removing flight information, and replacing flight information. In the example, cleanup causes the display layout of the PFD 14A to change from... Figure 5 Transform into Figure 6 And the display layout of HUD 30 is from Figure 7 Transform into Figure 8 .

[0181] It should be understood that one or more boxes can be executed in different orders or in an interleaved or repeated manner.

[0182] Of course, the above embodiments are intended to be illustrative only and are by no means limiting. The embodiments are readily adaptable to numerous modifications in form, part arrangement, detail, and sequence of operations. This disclosure is intended to include all such modifications within the scope defined by the claims.

Claims

1. A display system for an aircraft, the system comprising: A display device, wherein the display device defines a display area; A vision system for generating an image of the aircraft's operating environment on the display area; One or more data processors, the one or more data processors being operatively coupled to the display device and the vision system; as well as A non-transitory machine-readable memory, operatively coupled to the one or more data processors, stores instructions executable by the one or more processors, the instructions being configured to cause the one or more processors to: When the conditions of the aircraft are met, a change is caused in the display of flight information on the display area to clear the cut-off area in the image generated by the vision system, the cut-off area having no image generated by the vision system, and to display the approach lighting system (ALS) of the aircraft's intended landing runway. The change in the display of flight information on the display area includes moving the flight information from a first position on the display device that overlaps with the cut-off area to a second position on the display device, so as to reduce the overlap between the flight information and the cut-off area and not obscure the cut-off area.

2. The display system according to claim 1, wherein, The instructions are configured to cause the one or more processors to, when conditions of the aircraft are met, cause a change in the display of flight information on the display area to clear the area in the display area adjacent to the cut-off area.

3. The display system according to claim 1, wherein, The vision system includes one or more of a synthetic vision system and an augmented vision system.

4. The display system according to claim 1, wherein, The excised area does not have synthetic visual imaging generated by the visual system.

5. The display system according to claim 1, wherein, The excised area does not have enhanced visual imaging generated by the visual system.

6. The display system according to claim 1, wherein, The conditions include the flight phase.

7. The display system according to claim 1, wherein, The conditions include the altitude of the aircraft.

8. The display system according to claim 1, wherein, The instructions are configured to cause the one or more processors to display enhanced visuals in the cut-off area of ​​the display area.

9. The display system according to claim 1, wherein, Changes to the flight information displayed in the display area include replacing the flight information.

10. The display system according to claim 1, wherein, Changes to the display of flight information in the display area include resizing the flight information.

11. The display system according to claim 1, wherein, The changes to the display of flight information in the display area include increasing the transparency of the flight information.

12. The display system according to claim 1, wherein, The flight information includes angle of attack information.

13. The display system according to claim 1, wherein, The flight information includes attitude information.

14. The display system according to claim 1, wherein, The flight information includes lateral deviation information.

15. The display system according to claim 1, wherein, The flight information includes at least one of the following: compass information, navigation information, heading information, range information, altitude information, wind vector information, and information on when the selected minimum value is reached.

16. The display system according to claim 1, wherein, The display device is a head-up display (HUD) device.

17. The display system according to claim 1, wherein, The display device includes a head-down display (HDD) device.

18. The display system according to claim 1, wherein, The vision system is configured to operate in a combined vision-guided operation mode.

19. The display system according to claim 1, wherein, The display area includes: a display area defined on a head-up display (HUD) device and a display area defined on a head-down display (HDD) device; and changes in the flight information display on the display area include synchronized changes in the flight information display on the display area defined on the HDD device and changes in the flight information display on the display area defined on the HUD device.

20. An aircraft comprising a display system according to any one of claims 1 to 19.

21. A method for changing the display on a display area of ​​an aircraft, the method comprising: Determine whether the conditions for the aircraft are met; and When the conditions are met, a change is caused in the display of flight information on the display area to clear the cut-off area in the image generated by the vision system, the cut-off area having no image generated by the vision system, and to display the approach lighting system (ALS) of the aircraft's intended landing runway. The change in the display of flight information on the display area includes moving the flight information from a first position on the display device that overlaps with the cut-off area to a second position on the display device, so as to reduce the overlap between the flight information and the cut-off area and not obscure the cut-off area.

22. The method of claim 21, further comprising: When the conditions of the aircraft are met, the flight information displayed on the display area is changed to clear the area in the display area adjacent to the cut-off area.

23. The method according to claim 21, wherein, The excised area does not have synthetic visual imaging generated by the visual system.

24. The method according to claim 21, wherein, The excised area does not have enhanced visual imaging generated by the visual system.

25. The method according to claim 21, wherein, The conditions include the flight phase.

26. The method according to claim 21, wherein, The conditions include the altitude of the aircraft.

27. The method of claim 21, further comprising: Enhanced visuals are displayed in the cut-off area of ​​the display area.

28. The method according to claim 21, wherein, Changes to the flight information displayed in the display area include replacing the flight information.

29. The method according to claim 21, wherein, Changes to the display of flight information in the display area include resizing the flight information.

30. The method according to claim 21, wherein, The changes to the display of flight information in the display area include increasing the transparency of the flight information.

31. The method according to claim 21, wherein, The flight information includes angle of attack information.

32. The method according to claim 21, wherein, The flight information includes attitude information.

33. The method according to claim 21, wherein, The flight information includes lateral deviation information.

34. The method according to claim 21, wherein, The flight information includes at least one of the following: compass information, navigation information, heading information, range information, altitude information, wind vector information, and information on when the selected minimum value is reached.

35. The method according to claim 21, wherein, The display area is limited to a head-up display (HUD) device.

36. The method according to claim 21, wherein, The display area is limited to a head-down display (HDD) device.

37. The method according to claim 21, wherein, The display area is limited to the main flight display.

38. The method according to claim 21, wherein, The display area includes: a display area defined on a head-up display (HUD) device and a display area defined on a head-down display (HDD) device; and changes in the flight information display on the display area include synchronized changes in the flight information display on the display area defined on the HDD device and changes in the flight information display on the display area defined on the HUD device.

39. The method of claim 21, further comprising: When the restoration conditions are met, the display area will be restored to the flight information display before the change.

40. The method according to claim 39, wherein, The recovery conditions include actuating the takeoff / go-around (TOGA) switch.

41. The method according to claim 39, wherein, The recovery conditions include partial thrust go-around performed by increasing the throttle horizontal angle by 25 degrees.

42. The method according to claim 39, wherein, The recovery conditions include the landing of the aircraft.

43. A computer program product for changing a display on a display area of ​​an aircraft, the computer program product comprising a non-transitory computer-readable storage medium containing program code that can be read / executed by a computer, processor, or logic circuit to perform the method according to any one of claims 21 to 42.

Images