CA2112101C - Real time three dimensional geo-referenced digital orthophotograph-basedpositioning, navigation, collision avoidance and decision support system - Google Patents
Real time three dimensional geo-referenced digital orthophotograph-basedpositioning, navigation, collision avoidance and decision support systemInfo
- Publication number
- CA2112101C CA2112101C CA002112101A CA2112101A CA2112101C CA 2112101 C CA2112101 C CA 2112101C CA 002112101 A CA002112101 A CA 002112101A CA 2112101 A CA2112101 A CA 2112101A CA 2112101 C CA2112101 C CA 2112101C
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- data
- terrain
- differentially
- signals
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
- G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0047—Navigation or guidance aids for a single aircraft
- G08G5/0052—Navigation or guidance aids for a single aircraft for cruising
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0073—Surveillance aids
- G08G5/0086—Surveillance aids for monitoring terrain
-
- G—PHYSICS
- G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
- G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
- G09B29/00—Maps; Plans; Charts; Diagrams, e.g. route diagram
- G09B29/003—Maps
- G09B29/006—Representation of non-cartographic information on maps, e.g. population distribution, wind direction, radiation levels, air and sea routes
- G09B29/007—Representation of non-cartographic information on maps, e.g. population distribution, wind direction, radiation levels, air and sea routes using computer methods
-
- G—PHYSICS
- G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
- G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
- G09B9/00—Simulators for teaching or training purposes
- G09B9/02—Simulators for teaching or training purposes for teaching control of vehicles or other craft
- G09B9/08—Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of aircraft, e.g. Link trainer
- G09B9/30—Simulation of view from aircraft
- G09B9/301—Simulation of view from aircraft by computer-processed or -generated image
Abstract
Herein is presented a positioning, navigation and collision avoidance system for ships, aircraft, land vehicles and the like, which utilizes a geo-referenced digital orthophotograph database (6) and a positioning signal (1) to display upon a computer stereo graphics device (15) a high visibility dynamic photographic image of the user's immediate environment, including both moving and stationary obstacles The position and temporal data along with the geo-referenced elevation data utilized to derive the digital orthophotograph(s) can serve to warn the user of nearby obstacles; and optionally, to implement semi-automatic avoidance. Substituting user generated x-y-z positions and times (10), the system may be used in a static mode as a flight simulator or a simulator for other modes of transportation,. The system may also be used as a molible Geographic Information Systems decision making tool with the addition of user supplied geo-referenced digital data layers.
Description
J~~~ WOg3/00~7 2 11~ PCT/US92/05l80 REAL ~IME T~REE DTM~t~PIONA~ GEO-REFERENCED
DIGITA~ ~O~KAP~-BASED PO8I~IONING, N~VIGA~IO~, rQT-T-T~ION ~OIDANCE
AND D~CISION ~u~r~. 8YS~EM
R~ OUND OF T~E lNv~ ON
A. Field of the Invention.
The present invention relates in general to geodesyj cartography and computer technology, and in particular to positioning systems, digital -orthophotographs and digital tPrrain elevation data, and Geographlc Information Systems.
B. Prior Art.
A variety of computerized information display ~: systems have been developed to function as simulators, vehicular obstacle avoidance systems, and vehicle trackin~:systems. Such systPms use computer generated , ~
: imagery based on data sets generated either from digitized contour maps or symbolic maps or combinations o:f bo~h. Typically, such systems include some method of
DIGITA~ ~O~KAP~-BASED PO8I~IONING, N~VIGA~IO~, rQT-T-T~ION ~OIDANCE
AND D~CISION ~u~r~. 8YS~EM
R~ OUND OF T~E lNv~ ON
A. Field of the Invention.
The present invention relates in general to geodesyj cartography and computer technology, and in particular to positioning systems, digital -orthophotographs and digital tPrrain elevation data, and Geographlc Information Systems.
B. Prior Art.
A variety of computerized information display ~: systems have been developed to function as simulators, vehicular obstacle avoidance systems, and vehicle trackin~:systems. Such systPms use computer generated , ~
: imagery based on data sets generated either from digitized contour maps or symbolic maps or combinations o:f bo~h. Typically, such systems include some method of
2:0:~ determinlng~the mode of transportation's location in space (utilizing "dead-reckoning" techniques using ;: on-board sensors, transmitting beacons, a satellite : positioning system, or comblnations of these) and a method of displaying/updating the mode of ~: 25 transportation's location on a digitized symbolic map or chart using computer graphics.
The~major drawback in the aforementioned systems is the lack of realis~ic visual feedback displayed on a graphics monitor along with the mode of transportation's position. Artificially created geographic data (such as is found in flight simulators) or data derived from digitized cartographic contour/elevation maps lack the realism and true photog~aphic detail of the geographic surroundings, such as vegetation and man-made structures 3s such as buildings, power lines, etc. The use of : symbolic maps or the addition of sym~ols to digitized ~l8~TnnnnF ~K~Fr 2il~101 W093/00~47 ; PCT/US92/0518~-~
contour maps can provide some information with respect to man- made structures and vegetation, but to provide information density comparable to what would be observed by directly looking at a portion of the earth with the naked eye is not practically feasible by symbolic representation. In addition to the time intensive and costly process of making symbolic maps, many features cannot be accurately placed because of cartographic displacement caused by adjacent symbo}s.
At present, there is no effective way operators of moving modes of transportation such as ships, aircraft or land vehicles can visually ascertain their and each other's positions, if there is no visibility, and be alerted to the proximity of obstructions. This was clearly demonstrated by the environmental disaster ~ caused when the ship, the EXXON VALDEZ, ran aground at ;~; night in March of 1989 after leaving Valdez, Alaska, and leaked its load of approximately ll,U00,000 gal~ons of crude oil upon the ocean. Other examples are the December 1990 collision of two Northwest Airlines passenger jets at the Detroit, Michigan, airport in a ~ ~ dense fog and t~e collision on February 1, 1991 at ;; Los Angeles International Airport at night between a U.S. Air Boeing 737 and an Airwest cQmmuter jet aircraft. In the former case, one airliner was lost and taxied on to an active runway and was hit by the other airliner as it was taking off causing eight deaths, in~uries and much damage. In the latter case, the U.S.
- ~ Air Boeing 737 was mistakenly cleared to land on the runway being used by the Airwest commuter aircraft previously~cleared for takeoff. The collision caused 30 d aths.
In order to provide background information so that the invention may be completely understood and appreciated in its proper context, and how it can prevent accidents like the ones described above, reference may be made to a number of prior art patents as follows:
~8STnnrrE 8~ r 2~12101 ' "
W093/00~7 PCT/US92~0~180 U.S. Patent Nos. 4,837,700; 4,835,537; 4,682,160 and 4,829,304.
A number of patents such as typified by U.S. Patent No. 4,837,700, to Ando et al. discloses a road vehicle navigation system using a Global Positioning System (GPS) receiver and odometer, angular rate, and geomagnetic sensors. A digitized map of the area is also displayed and scrolled by computer and the operator's position on the map is displayed as determined from the sensors or GPS signals. Digitized symbolic maps or charts used with the above patent, and with vehicle, aircraft, and ship navigation and positioning systems, in general, suffer from a number of deficiencies. Symbolic maps or charts show only selected features and only as symbols, and the spaces ' between the symbols are left blank~ Additionally, many features are not accurately placed on symbolic maps because of cartographic displacement caused by adjacent symbols. The digital maps used with the aforementioned ~systems make little, or no use of different digital data layers to develop (~in a dynamic fashion3 statistics and make new~digital~maps of the surrounding environ~ent as position changes, or use geo-referenced terrain elevations to assess distances from obstacles and 25 ~ generate perspective views for added realism. The above patent makes no mention of transformations that must be made when~displaying GPS geographic coordinates based on various X-Y map projections and spheroids. This can be a source of error. ~ -30~ Remotely sensed digital satellite image data of the earth can also be used as a map or chart and the operator's position displayed thereon through the use of GPS signals. The ima~e data are fitted to ground by rubber sheeting or warping the common image points in the image and their counterparts on an existing map or chart using their known positions on the ground. This gives a good fit at the registration points, but as one moves away from the registration points accuracy falls , . . . . . . .. .
.. . ............. .
W093/00647 i~ PCT/US92~0518f ~
.
off. Additionally, no provision is made to correct for relief displacement. These errors, and the small scale, limit the use of satellite imagery as a map or chart.
U.S. Patent 4,835,537, to Manion, discloses an aircraft warning and avoidance system. All mobile obstacles whether aircraft or vehicles on the ground must be outfitted with radio telemet~y devices that receive various TACAN and LORAN and preferably GPS
positioning information and tr~ncr;t their position based upon these incoming signals. Natural obstacles such as mountain peaks or man-made objects such as radio towers can also be outfitted with radio telemetry devices that broadcast their location. The pilot of an aircraft is shown a symbolic view of the instrumented objects around the pilot and audibly warned of impending ; collisions if the present course is maintained. The problem with this system is that not all aircraft and vehicles on~the ground may always be in~u~.-ented with ~; the costly telemetry transceivers. In addition, it ~would not be economically practical to instrument all natural objects with the transmitters. The cost of maintainlng the instruments at each site in working order~also~needs to be considered. Distances are calculated between ins~ .cnted objects, fixed or mobile (transmitting their respective coordinates), based upon latitude and longitude of the mode of transportation;
rather than reduction to a map or chart coordinate system. Such an approach could lead to inaccuracies along the equator or in polar regions due to earth curvature. Again, as with the above patents, only a symbolic display is shown of the surrounding environment, and not realistic geo-referenced ~ photographic quality imagery to guide the operator.
; U.S. Patents 4,682,160, to Beckwith et al., and 4,829,304 to Baird, introduce a new component to ;~ navigation and aircraft navigation in particular, the use of digital geo-referenced terrain d~ta. The former uses terrain elevations to generate a shaded relief SU~ nnE 8HÇ3Er W093/~0~7 2 1 1 ~ 1 0 1 PCT/US92/0~18~
perspective view image in real time of the terrain, in consonance with pitch, roll and yaw of the aircraft, over which the aircraft is flying. The imagery displayed, however, is synthetic as it is derived by computer graphics shading techniques based upon adjacent elevation differences and does not show the landscape in true photographic detail, which is a primary object of the current invention. The latter uses various aircraft instruments such as a barometer, radar altimeter readings, and estimated position from the onboard navigation system to compare a sensed profile of digital terrain data to a corresponding profile of stored digital terrain data. When a match is found, the onboard navigation system is updated with the new position. Thus the piloted or automatic guidance (pilotless) mode of transportation is able to navigate and avoid obstacles. Again these two schemes use onboard sensors to determine position. Sensors accumulate error as distances increase between correlation points. Where there are no terrain differences, as over water, both systems would become unreliable as there would be no terrain profiles with which to correlate the stored terrain data.
Additionally, in the latter system, barometric pressure can be influenced by current weather conditions and gusts of wind can disorient the mode of transportation and give erroneous radar altimeter readings. This makes it difficult or impossible to obtain a reliable terrain profile with which to make a correlation with stored terrain data. Again, these systems do not show the - pilot's position in a visual photographic image of the terrain or water over which the aircraft is flying.
Present day tr~ini~g simulators for various modes of transportation, particularly aircraft flight simulators and warfare mission planning systems and other devices such as video games, use artificially generated imagery for training or entertainment.
~J~
~1 12101 W093/00~7 PCT/US92/OSt8 Computer simulated imagery detracts from the simulation and lacks the realism of photographic imagery.
Geographic Information Systems (GIS) technology i5 now used with user input parameters to model various geo-referenced data sets in order to gain new information about the environmental relationships between various data sets. This is done in a static mode at a single site. In a dynamic situation such as a forest fire, it may not be obvious what to model at a distant office site based upon untimely user reported conditions in order to forecast the spread of the fire and the subsequent decisions that would have to be made to evacuate personnel and to allocate both personnel and resources to~fight the fire.
SU~M~Y AND OBJECTS OF T~E lNV~ ON
Whatever the precise merits, ~eatures and advantages of the above cited references, none of them achieves or fulfills the purposes o~ showing the :
operator~or user of a mode of transportation, through the~use of computer technology, his/her position dynamically ~in a geo-referenced digital Orthophotograph of the surrounding environment, and of warning the operator of~nearby objects and other modes of transportatlon~and presenting the operator with an attributed graphic display of the surro~nding envlronment for implementation of user input parameters to develop new statistics and/or thematic displays of the environment or to implement new actions.
Digital Orthophotographs are now becoming generally availabIe to the public. Te~hniques are being perfected to perform photocorrelation by computer of aerial photographs meaning that digital terrain elevation data will be derived directly from the aerial photograph using the appropriate computed algorithms. This has the important implication that custom Orthophotographs along with their associated digital terrain elevation data :: SVBSrlTUTE8~
0~7 2 ~ ~ 2 1 ~ 1 PCT/US92/05180 , -7-will be increasingly easier and inexpensive to produce and update on a regular basis.
, What is truly novel about the use of digital Orthophotographs is that the user of a mode of transportation will be able to dynamically visualize his/her position in relation to the surrounding area in either two or three dimensions, through an appropriate display, regardless of the time of day and weather conditions, in photographi~ detail at map or chart accuracy standards. Oftentimes digital terrain elevation data are corrected so that vegetation and man-made objects do not affect the elevation values, but it should be mentioned that these corrections may not always be desirable depending on the application. For example, if a plane were flying at a very low altitude as would bP the case near an airstrip, one would want the elevations of tree~ops, limbs, power poles, , buildings, etc., to be present in the digital terrain elevation data.
.~, .~ 20 Accordingly, it is a principal object of the present invention to provide grea er realism and greater safety to operators of vario~ modes of transportation by visually displaying their current position, as ; obtained from a Positioning System (PS) receiver(s), upon a computer controlled graphics display device concurrently with a geo-referenced digital Orthophotographic map with a horizontal accuracy equal to a symbolic map or chart of the same scale and area.
The graphics display realistically represents in photographic detail the surro~ ;ng environment in bright daylight regardless of whether it is day or night or whether there are inclement weather conditions, and dynamically updates the position of the mode of transportation on the display as its position changes.
In consonance with the above object, it is another object of the invention to provide greater safety through the use of geo-referenced digital terrain elevation and/or bathymetric sounding data (from which SUBSmUTE 5HE~T
211~101 W093/00~7 PCT/US92/0~18 the digital Orthophotograph was made) to warn operators of modes of transportation visually and/or audibly of near~y obstructions.
In consonance with the above objects, it is another object of the invention to provide greater safety through the capability to transmit and receive positional, temporal and identification data from other modes of transportation and structures. This capability allows the operator to be informed of the presence of other modes of transportation and other potential obstructions that would not normally be included in the digital Orthophotographs and their associated elevation data.
Furthermore, in consonance with the above objects, it is also an object to provide greater safety and greater viewing realism through the use of custom-made digital terrain elevation and/or bathymetric sounding data contalning digitized man-made structures such as buildings, power lines! radio transmission towers,iand~~ ~ 20 the like, to warn the operators of modes of transportation of nearby man-made structures and to produce digital orthophotographs from aerial photography exposed at progressively lower altitudes near arrival and departure~points (and at other trajectory points where navigation is potentially dangerous) as would be the case, for example, in which an aircraft changes altitude in order to land and take off.
Also, in consonance with the above objects, it is an object of the invention to provide greater analytical hilitieS to trip recorders by saving the digital positions, directions, velocities, and temporal coordinates of rCA~ of transportation generated by a Satellite Positioning System or other Positioning System to a digital ~ile or trip re order. This data can then be subsequently studied by correlating the stored positioning system spatial and temporal coordinates to their appropriate Orthophotographs to recreate the mission of the mode of transportation.
~ W093/0~ 2 1~ 1 PCT/US9~/05180 _ g _ Again in consonance with the above objects, it is another object to provide greater visual terrain realism to an operator of a mode of transportation with the use of three dimensional stereo digital Orthophotographs based upon the accompanying elevation data used to make the Orthophotographs, and optionally to provide dynamic perspective terrain views where translations about the x-y-z axes of the mode of transportation are known and project these views to the operator through the use of various stereo display technologies. Such perspective views would also include remote ~iews of the mod~ of transportation as seen from a virtual remotely located observer. In other words, the operator of a mod~ of transportation could view in real-time, via the on-board display, his/her relationship to the surrounding area and other modes of transportation, with respect to the operator's craft/vehicle, as if he/she were looking through~the eyes of an observer stationed at some chosen ; point remote from the craft/vehicle.
In consonance with-the above object, it is another object to provide greater visual terrain realism in static transportation training simulators, particularly flight simulators, and to provide greater terrain reallsm for~military mission planning, tactical situations, and video games through the use of digital Orthophotographs which could be viewed in either two or three dimensions.
In consonance with the above objects, it is another object of the invention to provide greater decision-~, 30 making capabilities to the users of a mode of transportation, through the use of Geographic Information Systems technology to produce a dynamic and timely statistical analysis or digital data layer and/or thematîc map or chart based upon the user's current ; 35 position, digital Orthophotographs and digital terrain elevation and/or bathymetric sounding data and various other user-supplied geo-referenced digital data layers.
:
- 9a -In accordance with an embodiment of the invention, a vehicle position tracking, S navigational, collision-avoidance and decision support system, comprising positioning means for providing positional coordinate signals corresponding to spatial coordinates of a current position of a vehicle; computational means for accessing an image library of differentially rectified images for predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of said predefined geographic areas, indexed by spatial coordinates;
for receiving said positional coordinate signals, and for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library; processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and display means responsive to said resultant differentially rectified image signals for translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
In accordance with another embodiment of the invention, a method of tracking, navigating, and collision-avoidance of a vehicle comprising the steps of obtaining positional coordinate signals corresponding to spatial coordinates of a current - 9b -S position of a vehicle; accessing an image library of differentially rectified images of predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of same said predefined geographic areas, indexed by spatial coordinates; analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library; processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
2~12~Q~
W~93/00~7 PCT/US92/0~180''~l BRIEF D~TPTION OF ~HE DRA~ING5 FIG. 1 is a ~lock diagram showing the apparatus n~e~ to implement the most pre~rred embodiment of the lnvention .
FIG. 2 is a block diagram showing logic flow tArough the apparatus shown in FIG. 1 for implementation of the invention.
I~E~bTT ~n D~5SCRIPTION OF T~E PR~ YR~n 13MBODIMENq~
Before proceeding with a detailed description of the present invention, a number of definitions are presented, and are herein incorporated into this description by reference, so that the invention can be better understood and appreciated.
Positioninq System (PS). A group of transmitters lS emitting coded identification and timing signals such that a commercially available PS receiver can decode, : . and through look-up tables, de~ermine and broadcast the position of the receiver ~wenty-four hours a day all year around on a dynamic basis. In many cases, the most likely candidate for a ~S would be a Satellite Positioning System (SPS) such as the Global Positioning System ~GPS). At present, commercially available :~ receivers are capable of providing positional ::~ information about every second within an X-Y error of 25: meters and with an additional reference receiver at a known static location, 2 to 5 meters or less. Z errors would be two to three times the X-Y errors. It is : expected that these errors will decrease in the future as PS receiver technology advances. A more detailed description of an SPS may be gained from GPS, A Guide to : : the Next Utility, Jeff Hurn for Trimble Navigation, ~: 1989, Trimble Navigation, 645 Mary Avenue, Sunnyvale, California 94088. Other examples of Positioning Systems include groups of earth-based transmitting beacons at known locations emitting the necessary coded information, and the Soviet orbiting satellite Global Navigation System (GLONASS).
~U~SI 1 1 ~E ~
~ W~93/00~, 2 1 1 2 1 0 1 PCT/US92J05180 Picture Element (pixel~. The smallest digital data element having information attributes and usually having a radiometric resolution of ~ight bits or one byte for display and analysis purposes.
Di~ital Imaqe. A scene of the earth composed of pixels, that have been acquired by digitizing daylight bright black and white or color aerial photography, or by passive means from a satellite orbiting the earth, digitized and transmitted to earth.
Geo-Referenced. Digital imagery, digital data, or pixels that can be related to the surface of the earth through~a map or chart pro~ection system such as geographic (longitude, latitude, and altitude) or an X-Y-Z system, e.g., the State Plane ~SP) or Universal Transverse Mercator (UTM) or the like and various horizontal and vertical datums such as the North American Datum of 1927 (NAD27) based on the Clarke spheroid~o~f 1866 or NAD83 based on the Geodetic Reference System 1980 (GRS80) spheroid or the like and ~ z values expressed as~feet or meters.
':
Raster Data. An array or matrix composed of rows ; and columns of~;digital~data elements or pixels having a uniform~horizontal spacing.
;Vector;Data~. A group of digital data elements or 25 ~ pixels occurring randomly and not having a uniform horizontal~spaclng.
Diqital Orthophotoqraph. A digital image map or chart composed of a raster of pixels (derived from digitized~aerial photography, digital satellite data, or the like~ that have been each geometrically corrected to remove all errors due to translations about the x, y, and z axes~of the imaging platform in relation to the ;~ plane of the earth at the time of exposure or recording and the removal of relief displacement by differential rectification of each pixel with a ge~-referenced array of terrain elevations or bathymetric soundings and the above comput~d axial translation constants such that an orthorectified geo-referenced digital image map or chart ~ rmJ.~FFT
: 2112~
W093/00~7 PCT/US92/0~18~
.
is created that is orthogonally correct and has the same orthogonal and accuracy criteria as a conventional ; symbolic map or chart of the same scale and area that the digital Orthophotograph portrays. A more detailed 5 description of digital Orthophotographs may be gained from The Production of OrthoPhoto~raPhs by Diqital Imaqe Processin~ Techniques, Leonard Gaydos, Lyman Ladner, Richard Champion and David Hooper, Proceedings of the Annual Meeting of the ASP-ASCM Convention, Washington, D.C., March 16-21, 1986, Vol. 4, pp. 241-249.
Data LaYer. A set of geo-referenced digital data points having a common theme but differing in value or attributes, e.g., a raster of terrain elevation ~ attributes (digital elevation map), a digital '~ 15 Orthophotograph (raster of brightness value attributes for analysis or display), or a hydrographic or transportatio~ network of vector data. Digital data ' layers may be public domain, such as the U.S. Census Bureau digital data files, U.S. Geological Survey's Digital Line Graphs (DLG) and Digital Elevation Models ~DEM) ~arrays of terrain elevations~, or the Defense Mapping Agency (pMA~ Digltal Terrain Elevation Data (DTED), etc., or proprietary, such as distribution routes, timber holdings, socio-economic areas, customer lacations, custom-made high resolution digital data layers such as arrays of terrain elevations or below sea level (bathymetric) arrays of soundings, etc.
~; Geoqraphic Information System rGIS). Computer software and hardware, using user input parameters, that determines relationships, between attributed geo-referenced digital data layers covering the same geographic coordinate area, be they raster and/or vector. Output may be tables of statistics and/or a new geo-referenced digital data layer and/or map or chart depicting the thematic relationships between the digital data layers. Examples of such GIS processed digital data layers are population maps, vegetation maps, soil Su8sTnnJTE 8HÇ~r . , . . . . . . , , . , ~ . . . . ..
~ W~93/00647 2 11~ 1~ 1 PCT~USg2/~5180 maps, or any map that associates data with geographic positions.
Referring now specifically to FIG. l, there is illustrated the most preferred embodiment of the use of s an SPS and digital Orthophotographs in modes of transportation such as ships, aircraft or land vehicles or the like. SPS signals are received by SPS
receiver(s) l disposed at one or more locations on the mode of transportation. The SPS receiver(s) l outputs its digital latitude(s), longitude(s), and altitude(s) time(s) (LLAT) or X-Y-Z and time positions (XYZT) which enter the system controller 2, as well as broadcasting the LLATs or XYZTs and identification data of the mode of transportation to other systems capable of receiving 15 . this information. Also any LLATs or XYZTs and identification data received from other modes of transportatlon or objects equipped to transmit this : information are entered into the system controller 2.
: ~ The system:controller is made up of an interface 3, a ROM 4 ~Read Only Memory), CPU 5 (Central Processing Unit), RAM~6:(Random Access Memory), two Random Access Storage~Devices (RASDs) 7 and 8, a Bus 9, user input and output tI/O)~device 10, a digital to analog converter (DAC) ll, voice:synthesizer 12, graph1cs controller 13 :' ~ 25 :which could:include high-speed.digital signal processing ; and~advanced:graphics algorithms for higher throughput in the case of more advanced graphic displays, : ::
associated graphics memory 14, graphics display 15 (which could be a three-dimensional image stereo or , 30 holographic heads-up display or other suitable display : for greater realism), voice output 16, and optional semi-automatic controls 17. The interface 3 passes the LLAT or XYZT to the CPU 5 via the Bus 9 where they are ~: : acted upon by executable programs fetched from RAM 6 and necessary information for system operation fetched from : ROM 4. The CPU 5 executes many programs such as : obtaining operator parameters from the operator I/O
:~ device l0 (which comprises a terminal and keyboard or !~:1IR.~ F R~
2~21~1 W093/00~7 . PCr/~S92/0518Q~-~
the like), the current SPS LLAT(s) or XYZT(s), fetching the proper digital Orthophotographs and associated digital terrain elevation or sounding data from Random Access Storage Device 7 for storage in RAM 6, and subsequent processing by CPU 5 for storage in graphics memory 14 and display by the graphics controller 13 to the graphics display 15. The LLATs or XYZTs would be stored by CPU 5 in Random Access Storage Device 8 for later analysis (which could involve, for example, subsequently combining the data from Random Access Storage Device 8 with the appropriate Orthophotographs and data layers in order to recreate the mission in a similar Orthographic display system). In addition, the CPU 5 would invoke user programs to interrogate the digital terrain elevation andtor sounding data for the possibility of nearby obstacles; and if within user set parameters, vocally warn the user through the voice ~ : synthesizer 12 to the voice output 16. Additionally in : a similar fashion, the operator can be warned vf other vehlcles~or structures (which broadcast their coordinates and identification data which can then be processed;~by the~receivlng system and included in the visual display so that the navigator is aware of what :type of vehicle or structure is in proximity, its : 25~ ~ ~ distance, its rate of approach, etc.) within a given radius. :If e~asive maneuvers are not undertaken within a certain time frame, the CPU 5 can optionally acti~ate through DAC ll semi-automatic control 17 of the mode of ~ ~ : transportation. When the operator's position is no :~ 30~ . longer in the domain of the digital Orthophotographs ~stored in RAM 6, additional Orthophotographs and digital terrain elevation and/or sounding data corresponding to the operator's new position are fetched from ~andom ACc~fi~ Storage Device 7 for processing by CPU 5 for display by graphics display 15.
~ efer now to FIG. 2 which shows a diagram and flow of logic through the apparatus shown in FIG. l. The CPU 5 first performs an initializing step Sl for Su8sT~nrrE SH~r ~093/00~7 21~ 2101 PCT/US92/0~180 "
activating the program and then prompts the operator through I/O device 10 for operator input parameters S2 for user written programs. Input parameters (such as the size of the craft, its unique identification number, the extremities of the craft, the location(s) of the SPS
receiver(s), etc.) can be a table of types of ships, aircraft or land vehicles or the like and their associated operational characteristics from which to choose. If the precise type is not present, the operator may build a table of operational characteristics for the operator's mode of transport.
Other parameters may be whether or not semi-automatic control 17 is present and to be activated; presence in memory of Orthophotographic map or chart projection, code, and spheroid; selection of desired controls and I methods of displaying the Orthophotographs on the j graphics display (such methods and controls would include generation of stereo Orthophotographs, generation of perspective Orthophotographs depending on operator lnput viewing direction and elevation angle, or ;~ automati~calculation from axial translations of x-y-z ;~ values~from~SPS receivers (if a receiver is employed at more than one location), or generation of remote perspective~vi~ews of the relationship between the surrounding area and the mode o~ transportation as would be seen~by~an observer at a chosen point in space away from the~mode;of transportation; activation of obstacle detection and warning; semi-automatic avoidance; and end progra~. ~
A test is made at step S3 to determine if the operator wants to end program. If not, the current LLAT(s) or XYZT(s), and current LLATs or XYZT(s) and identification data from other nearby modes of transportation S4 are obtained from SPS receiver(s) l ~ 35 and transformed (if needed) to the proper projection - zone, and spheroid of the Orthophotographs and are written S5 to Random Access Storage Device 8 for later use and analysis.
~IR.~TnnrrF ~ r ~, .. . , . . , - . , ~ ~ . .. , , - -. . .
21~21~1 W093/00647 ~ PCT/US92/0518F
Next a test S6 is made to determine if the proper Orthophotographs, digital terrain elevation and/or sounding data, and any other relevant operator data sets are in memory 6; if not, do data sets exist S7, if not, notify user S8 visually via graphic display 15 and verbally through voice synthesi~er 12 and voice output 16, and end program; otherwise obtain S9 new data set from Random Access Storage device 7 and store in RAM 6 before proceeding to Sl0.
A test is next made Sl0 to determine if this is the initial position; if not, the previous X-Y-Z position and time is used with the present ones to calculate Sll the present speed, direction and position of the mode of transport. Following this, the distances from other ~5 nearby modes of transportation (or structures) emitting their own LLATs or XYZTs and identification data are determined and the digital terrain elevation and~or sounding data is queried Sl2 using operator parameters as to the presence of nearby obstacles.
If other nearby modes of transportation and/or obstacles are present Sl3, the operator is warned by ~isually~indicating andjor emphasizing the impending ~: danger on the graphics display lS and activate Sl4 voice synthesizer 12 and send verbal warning to voice : 25 output 16. If other nearby modes of transportation and/or obstacles are critically near SlS, as determined : . from operator input parameters, and operator input is lacking within a preset time frame, initiate optional evasive maneuvers Sl6 through DAC ll and semi-automatic controls 17 using operator parameters.
. Finally, the Orthophotograph, digital terrain : elevation and/or sounding data set and any operator overlays are processed Sl7 by CPU 5 for viewing.
Processing would include the drawing of an overlay
The~major drawback in the aforementioned systems is the lack of realis~ic visual feedback displayed on a graphics monitor along with the mode of transportation's position. Artificially created geographic data (such as is found in flight simulators) or data derived from digitized cartographic contour/elevation maps lack the realism and true photog~aphic detail of the geographic surroundings, such as vegetation and man-made structures 3s such as buildings, power lines, etc. The use of : symbolic maps or the addition of sym~ols to digitized ~l8~TnnnnF ~K~Fr 2il~101 W093/00~47 ; PCT/US92/0518~-~
contour maps can provide some information with respect to man- made structures and vegetation, but to provide information density comparable to what would be observed by directly looking at a portion of the earth with the naked eye is not practically feasible by symbolic representation. In addition to the time intensive and costly process of making symbolic maps, many features cannot be accurately placed because of cartographic displacement caused by adjacent symbo}s.
At present, there is no effective way operators of moving modes of transportation such as ships, aircraft or land vehicles can visually ascertain their and each other's positions, if there is no visibility, and be alerted to the proximity of obstructions. This was clearly demonstrated by the environmental disaster ~ caused when the ship, the EXXON VALDEZ, ran aground at ;~; night in March of 1989 after leaving Valdez, Alaska, and leaked its load of approximately ll,U00,000 gal~ons of crude oil upon the ocean. Other examples are the December 1990 collision of two Northwest Airlines passenger jets at the Detroit, Michigan, airport in a ~ ~ dense fog and t~e collision on February 1, 1991 at ;; Los Angeles International Airport at night between a U.S. Air Boeing 737 and an Airwest cQmmuter jet aircraft. In the former case, one airliner was lost and taxied on to an active runway and was hit by the other airliner as it was taking off causing eight deaths, in~uries and much damage. In the latter case, the U.S.
- ~ Air Boeing 737 was mistakenly cleared to land on the runway being used by the Airwest commuter aircraft previously~cleared for takeoff. The collision caused 30 d aths.
In order to provide background information so that the invention may be completely understood and appreciated in its proper context, and how it can prevent accidents like the ones described above, reference may be made to a number of prior art patents as follows:
~8STnnrrE 8~ r 2~12101 ' "
W093/00~7 PCT/US92~0~180 U.S. Patent Nos. 4,837,700; 4,835,537; 4,682,160 and 4,829,304.
A number of patents such as typified by U.S. Patent No. 4,837,700, to Ando et al. discloses a road vehicle navigation system using a Global Positioning System (GPS) receiver and odometer, angular rate, and geomagnetic sensors. A digitized map of the area is also displayed and scrolled by computer and the operator's position on the map is displayed as determined from the sensors or GPS signals. Digitized symbolic maps or charts used with the above patent, and with vehicle, aircraft, and ship navigation and positioning systems, in general, suffer from a number of deficiencies. Symbolic maps or charts show only selected features and only as symbols, and the spaces ' between the symbols are left blank~ Additionally, many features are not accurately placed on symbolic maps because of cartographic displacement caused by adjacent symbols. The digital maps used with the aforementioned ~systems make little, or no use of different digital data layers to develop (~in a dynamic fashion3 statistics and make new~digital~maps of the surrounding environ~ent as position changes, or use geo-referenced terrain elevations to assess distances from obstacles and 25 ~ generate perspective views for added realism. The above patent makes no mention of transformations that must be made when~displaying GPS geographic coordinates based on various X-Y map projections and spheroids. This can be a source of error. ~ -30~ Remotely sensed digital satellite image data of the earth can also be used as a map or chart and the operator's position displayed thereon through the use of GPS signals. The ima~e data are fitted to ground by rubber sheeting or warping the common image points in the image and their counterparts on an existing map or chart using their known positions on the ground. This gives a good fit at the registration points, but as one moves away from the registration points accuracy falls , . . . . . . .. .
.. . ............. .
W093/00647 i~ PCT/US92~0518f ~
.
off. Additionally, no provision is made to correct for relief displacement. These errors, and the small scale, limit the use of satellite imagery as a map or chart.
U.S. Patent 4,835,537, to Manion, discloses an aircraft warning and avoidance system. All mobile obstacles whether aircraft or vehicles on the ground must be outfitted with radio telemet~y devices that receive various TACAN and LORAN and preferably GPS
positioning information and tr~ncr;t their position based upon these incoming signals. Natural obstacles such as mountain peaks or man-made objects such as radio towers can also be outfitted with radio telemetry devices that broadcast their location. The pilot of an aircraft is shown a symbolic view of the instrumented objects around the pilot and audibly warned of impending ; collisions if the present course is maintained. The problem with this system is that not all aircraft and vehicles on~the ground may always be in~u~.-ented with ~; the costly telemetry transceivers. In addition, it ~would not be economically practical to instrument all natural objects with the transmitters. The cost of maintainlng the instruments at each site in working order~also~needs to be considered. Distances are calculated between ins~ .cnted objects, fixed or mobile (transmitting their respective coordinates), based upon latitude and longitude of the mode of transportation;
rather than reduction to a map or chart coordinate system. Such an approach could lead to inaccuracies along the equator or in polar regions due to earth curvature. Again, as with the above patents, only a symbolic display is shown of the surrounding environment, and not realistic geo-referenced ~ photographic quality imagery to guide the operator.
; U.S. Patents 4,682,160, to Beckwith et al., and 4,829,304 to Baird, introduce a new component to ;~ navigation and aircraft navigation in particular, the use of digital geo-referenced terrain d~ta. The former uses terrain elevations to generate a shaded relief SU~ nnE 8HÇ3Er W093/~0~7 2 1 1 ~ 1 0 1 PCT/US92/0~18~
perspective view image in real time of the terrain, in consonance with pitch, roll and yaw of the aircraft, over which the aircraft is flying. The imagery displayed, however, is synthetic as it is derived by computer graphics shading techniques based upon adjacent elevation differences and does not show the landscape in true photographic detail, which is a primary object of the current invention. The latter uses various aircraft instruments such as a barometer, radar altimeter readings, and estimated position from the onboard navigation system to compare a sensed profile of digital terrain data to a corresponding profile of stored digital terrain data. When a match is found, the onboard navigation system is updated with the new position. Thus the piloted or automatic guidance (pilotless) mode of transportation is able to navigate and avoid obstacles. Again these two schemes use onboard sensors to determine position. Sensors accumulate error as distances increase between correlation points. Where there are no terrain differences, as over water, both systems would become unreliable as there would be no terrain profiles with which to correlate the stored terrain data.
Additionally, in the latter system, barometric pressure can be influenced by current weather conditions and gusts of wind can disorient the mode of transportation and give erroneous radar altimeter readings. This makes it difficult or impossible to obtain a reliable terrain profile with which to make a correlation with stored terrain data. Again, these systems do not show the - pilot's position in a visual photographic image of the terrain or water over which the aircraft is flying.
Present day tr~ini~g simulators for various modes of transportation, particularly aircraft flight simulators and warfare mission planning systems and other devices such as video games, use artificially generated imagery for training or entertainment.
~J~
~1 12101 W093/00~7 PCT/US92/OSt8 Computer simulated imagery detracts from the simulation and lacks the realism of photographic imagery.
Geographic Information Systems (GIS) technology i5 now used with user input parameters to model various geo-referenced data sets in order to gain new information about the environmental relationships between various data sets. This is done in a static mode at a single site. In a dynamic situation such as a forest fire, it may not be obvious what to model at a distant office site based upon untimely user reported conditions in order to forecast the spread of the fire and the subsequent decisions that would have to be made to evacuate personnel and to allocate both personnel and resources to~fight the fire.
SU~M~Y AND OBJECTS OF T~E lNV~ ON
Whatever the precise merits, ~eatures and advantages of the above cited references, none of them achieves or fulfills the purposes o~ showing the :
operator~or user of a mode of transportation, through the~use of computer technology, his/her position dynamically ~in a geo-referenced digital Orthophotograph of the surrounding environment, and of warning the operator of~nearby objects and other modes of transportatlon~and presenting the operator with an attributed graphic display of the surro~nding envlronment for implementation of user input parameters to develop new statistics and/or thematic displays of the environment or to implement new actions.
Digital Orthophotographs are now becoming generally availabIe to the public. Te~hniques are being perfected to perform photocorrelation by computer of aerial photographs meaning that digital terrain elevation data will be derived directly from the aerial photograph using the appropriate computed algorithms. This has the important implication that custom Orthophotographs along with their associated digital terrain elevation data :: SVBSrlTUTE8~
0~7 2 ~ ~ 2 1 ~ 1 PCT/US92/05180 , -7-will be increasingly easier and inexpensive to produce and update on a regular basis.
, What is truly novel about the use of digital Orthophotographs is that the user of a mode of transportation will be able to dynamically visualize his/her position in relation to the surrounding area in either two or three dimensions, through an appropriate display, regardless of the time of day and weather conditions, in photographi~ detail at map or chart accuracy standards. Oftentimes digital terrain elevation data are corrected so that vegetation and man-made objects do not affect the elevation values, but it should be mentioned that these corrections may not always be desirable depending on the application. For example, if a plane were flying at a very low altitude as would bP the case near an airstrip, one would want the elevations of tree~ops, limbs, power poles, , buildings, etc., to be present in the digital terrain elevation data.
.~, .~ 20 Accordingly, it is a principal object of the present invention to provide grea er realism and greater safety to operators of vario~ modes of transportation by visually displaying their current position, as ; obtained from a Positioning System (PS) receiver(s), upon a computer controlled graphics display device concurrently with a geo-referenced digital Orthophotographic map with a horizontal accuracy equal to a symbolic map or chart of the same scale and area.
The graphics display realistically represents in photographic detail the surro~ ;ng environment in bright daylight regardless of whether it is day or night or whether there are inclement weather conditions, and dynamically updates the position of the mode of transportation on the display as its position changes.
In consonance with the above object, it is another object of the invention to provide greater safety through the use of geo-referenced digital terrain elevation and/or bathymetric sounding data (from which SUBSmUTE 5HE~T
211~101 W093/00~7 PCT/US92/0~18 the digital Orthophotograph was made) to warn operators of modes of transportation visually and/or audibly of near~y obstructions.
In consonance with the above objects, it is another object of the invention to provide greater safety through the capability to transmit and receive positional, temporal and identification data from other modes of transportation and structures. This capability allows the operator to be informed of the presence of other modes of transportation and other potential obstructions that would not normally be included in the digital Orthophotographs and their associated elevation data.
Furthermore, in consonance with the above objects, it is also an object to provide greater safety and greater viewing realism through the use of custom-made digital terrain elevation and/or bathymetric sounding data contalning digitized man-made structures such as buildings, power lines! radio transmission towers,iand~~ ~ 20 the like, to warn the operators of modes of transportation of nearby man-made structures and to produce digital orthophotographs from aerial photography exposed at progressively lower altitudes near arrival and departure~points (and at other trajectory points where navigation is potentially dangerous) as would be the case, for example, in which an aircraft changes altitude in order to land and take off.
Also, in consonance with the above objects, it is an object of the invention to provide greater analytical hilitieS to trip recorders by saving the digital positions, directions, velocities, and temporal coordinates of rCA~ of transportation generated by a Satellite Positioning System or other Positioning System to a digital ~ile or trip re order. This data can then be subsequently studied by correlating the stored positioning system spatial and temporal coordinates to their appropriate Orthophotographs to recreate the mission of the mode of transportation.
~ W093/0~ 2 1~ 1 PCT/US9~/05180 _ g _ Again in consonance with the above objects, it is another object to provide greater visual terrain realism to an operator of a mode of transportation with the use of three dimensional stereo digital Orthophotographs based upon the accompanying elevation data used to make the Orthophotographs, and optionally to provide dynamic perspective terrain views where translations about the x-y-z axes of the mode of transportation are known and project these views to the operator through the use of various stereo display technologies. Such perspective views would also include remote ~iews of the mod~ of transportation as seen from a virtual remotely located observer. In other words, the operator of a mod~ of transportation could view in real-time, via the on-board display, his/her relationship to the surrounding area and other modes of transportation, with respect to the operator's craft/vehicle, as if he/she were looking through~the eyes of an observer stationed at some chosen ; point remote from the craft/vehicle.
In consonance with-the above object, it is another object to provide greater visual terrain realism in static transportation training simulators, particularly flight simulators, and to provide greater terrain reallsm for~military mission planning, tactical situations, and video games through the use of digital Orthophotographs which could be viewed in either two or three dimensions.
In consonance with the above objects, it is another object of the invention to provide greater decision-~, 30 making capabilities to the users of a mode of transportation, through the use of Geographic Information Systems technology to produce a dynamic and timely statistical analysis or digital data layer and/or thematîc map or chart based upon the user's current ; 35 position, digital Orthophotographs and digital terrain elevation and/or bathymetric sounding data and various other user-supplied geo-referenced digital data layers.
:
- 9a -In accordance with an embodiment of the invention, a vehicle position tracking, S navigational, collision-avoidance and decision support system, comprising positioning means for providing positional coordinate signals corresponding to spatial coordinates of a current position of a vehicle; computational means for accessing an image library of differentially rectified images for predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of said predefined geographic areas, indexed by spatial coordinates;
for receiving said positional coordinate signals, and for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library; processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and display means responsive to said resultant differentially rectified image signals for translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
In accordance with another embodiment of the invention, a method of tracking, navigating, and collision-avoidance of a vehicle comprising the steps of obtaining positional coordinate signals corresponding to spatial coordinates of a current - 9b -S position of a vehicle; accessing an image library of differentially rectified images of predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of same said predefined geographic areas, indexed by spatial coordinates; analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library; processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
2~12~Q~
W~93/00~7 PCT/US92/0~180''~l BRIEF D~TPTION OF ~HE DRA~ING5 FIG. 1 is a ~lock diagram showing the apparatus n~e~ to implement the most pre~rred embodiment of the lnvention .
FIG. 2 is a block diagram showing logic flow tArough the apparatus shown in FIG. 1 for implementation of the invention.
I~E~bTT ~n D~5SCRIPTION OF T~E PR~ YR~n 13MBODIMENq~
Before proceeding with a detailed description of the present invention, a number of definitions are presented, and are herein incorporated into this description by reference, so that the invention can be better understood and appreciated.
Positioninq System (PS). A group of transmitters lS emitting coded identification and timing signals such that a commercially available PS receiver can decode, : . and through look-up tables, de~ermine and broadcast the position of the receiver ~wenty-four hours a day all year around on a dynamic basis. In many cases, the most likely candidate for a ~S would be a Satellite Positioning System (SPS) such as the Global Positioning System ~GPS). At present, commercially available :~ receivers are capable of providing positional ::~ information about every second within an X-Y error of 25: meters and with an additional reference receiver at a known static location, 2 to 5 meters or less. Z errors would be two to three times the X-Y errors. It is : expected that these errors will decrease in the future as PS receiver technology advances. A more detailed description of an SPS may be gained from GPS, A Guide to : : the Next Utility, Jeff Hurn for Trimble Navigation, ~: 1989, Trimble Navigation, 645 Mary Avenue, Sunnyvale, California 94088. Other examples of Positioning Systems include groups of earth-based transmitting beacons at known locations emitting the necessary coded information, and the Soviet orbiting satellite Global Navigation System (GLONASS).
~U~SI 1 1 ~E ~
~ W~93/00~, 2 1 1 2 1 0 1 PCT/US92J05180 Picture Element (pixel~. The smallest digital data element having information attributes and usually having a radiometric resolution of ~ight bits or one byte for display and analysis purposes.
Di~ital Imaqe. A scene of the earth composed of pixels, that have been acquired by digitizing daylight bright black and white or color aerial photography, or by passive means from a satellite orbiting the earth, digitized and transmitted to earth.
Geo-Referenced. Digital imagery, digital data, or pixels that can be related to the surface of the earth through~a map or chart pro~ection system such as geographic (longitude, latitude, and altitude) or an X-Y-Z system, e.g., the State Plane ~SP) or Universal Transverse Mercator (UTM) or the like and various horizontal and vertical datums such as the North American Datum of 1927 (NAD27) based on the Clarke spheroid~o~f 1866 or NAD83 based on the Geodetic Reference System 1980 (GRS80) spheroid or the like and ~ z values expressed as~feet or meters.
':
Raster Data. An array or matrix composed of rows ; and columns of~;digital~data elements or pixels having a uniform~horizontal spacing.
;Vector;Data~. A group of digital data elements or 25 ~ pixels occurring randomly and not having a uniform horizontal~spaclng.
Diqital Orthophotoqraph. A digital image map or chart composed of a raster of pixels (derived from digitized~aerial photography, digital satellite data, or the like~ that have been each geometrically corrected to remove all errors due to translations about the x, y, and z axes~of the imaging platform in relation to the ;~ plane of the earth at the time of exposure or recording and the removal of relief displacement by differential rectification of each pixel with a ge~-referenced array of terrain elevations or bathymetric soundings and the above comput~d axial translation constants such that an orthorectified geo-referenced digital image map or chart ~ rmJ.~FFT
: 2112~
W093/00~7 PCT/US92/0~18~
.
is created that is orthogonally correct and has the same orthogonal and accuracy criteria as a conventional ; symbolic map or chart of the same scale and area that the digital Orthophotograph portrays. A more detailed 5 description of digital Orthophotographs may be gained from The Production of OrthoPhoto~raPhs by Diqital Imaqe Processin~ Techniques, Leonard Gaydos, Lyman Ladner, Richard Champion and David Hooper, Proceedings of the Annual Meeting of the ASP-ASCM Convention, Washington, D.C., March 16-21, 1986, Vol. 4, pp. 241-249.
Data LaYer. A set of geo-referenced digital data points having a common theme but differing in value or attributes, e.g., a raster of terrain elevation ~ attributes (digital elevation map), a digital '~ 15 Orthophotograph (raster of brightness value attributes for analysis or display), or a hydrographic or transportatio~ network of vector data. Digital data ' layers may be public domain, such as the U.S. Census Bureau digital data files, U.S. Geological Survey's Digital Line Graphs (DLG) and Digital Elevation Models ~DEM) ~arrays of terrain elevations~, or the Defense Mapping Agency (pMA~ Digltal Terrain Elevation Data (DTED), etc., or proprietary, such as distribution routes, timber holdings, socio-economic areas, customer lacations, custom-made high resolution digital data layers such as arrays of terrain elevations or below sea level (bathymetric) arrays of soundings, etc.
~; Geoqraphic Information System rGIS). Computer software and hardware, using user input parameters, that determines relationships, between attributed geo-referenced digital data layers covering the same geographic coordinate area, be they raster and/or vector. Output may be tables of statistics and/or a new geo-referenced digital data layer and/or map or chart depicting the thematic relationships between the digital data layers. Examples of such GIS processed digital data layers are population maps, vegetation maps, soil Su8sTnnJTE 8HÇ~r . , . . . . . . , , . , ~ . . . . ..
~ W~93/00647 2 11~ 1~ 1 PCT~USg2/~5180 maps, or any map that associates data with geographic positions.
Referring now specifically to FIG. l, there is illustrated the most preferred embodiment of the use of s an SPS and digital Orthophotographs in modes of transportation such as ships, aircraft or land vehicles or the like. SPS signals are received by SPS
receiver(s) l disposed at one or more locations on the mode of transportation. The SPS receiver(s) l outputs its digital latitude(s), longitude(s), and altitude(s) time(s) (LLAT) or X-Y-Z and time positions (XYZT) which enter the system controller 2, as well as broadcasting the LLATs or XYZTs and identification data of the mode of transportation to other systems capable of receiving 15 . this information. Also any LLATs or XYZTs and identification data received from other modes of transportatlon or objects equipped to transmit this : information are entered into the system controller 2.
: ~ The system:controller is made up of an interface 3, a ROM 4 ~Read Only Memory), CPU 5 (Central Processing Unit), RAM~6:(Random Access Memory), two Random Access Storage~Devices (RASDs) 7 and 8, a Bus 9, user input and output tI/O)~device 10, a digital to analog converter (DAC) ll, voice:synthesizer 12, graph1cs controller 13 :' ~ 25 :which could:include high-speed.digital signal processing ; and~advanced:graphics algorithms for higher throughput in the case of more advanced graphic displays, : ::
associated graphics memory 14, graphics display 15 (which could be a three-dimensional image stereo or , 30 holographic heads-up display or other suitable display : for greater realism), voice output 16, and optional semi-automatic controls 17. The interface 3 passes the LLAT or XYZT to the CPU 5 via the Bus 9 where they are ~: : acted upon by executable programs fetched from RAM 6 and necessary information for system operation fetched from : ROM 4. The CPU 5 executes many programs such as : obtaining operator parameters from the operator I/O
:~ device l0 (which comprises a terminal and keyboard or !~:1IR.~ F R~
2~21~1 W093/00~7 . PCr/~S92/0518Q~-~
the like), the current SPS LLAT(s) or XYZT(s), fetching the proper digital Orthophotographs and associated digital terrain elevation or sounding data from Random Access Storage Device 7 for storage in RAM 6, and subsequent processing by CPU 5 for storage in graphics memory 14 and display by the graphics controller 13 to the graphics display 15. The LLATs or XYZTs would be stored by CPU 5 in Random Access Storage Device 8 for later analysis (which could involve, for example, subsequently combining the data from Random Access Storage Device 8 with the appropriate Orthophotographs and data layers in order to recreate the mission in a similar Orthographic display system). In addition, the CPU 5 would invoke user programs to interrogate the digital terrain elevation andtor sounding data for the possibility of nearby obstacles; and if within user set parameters, vocally warn the user through the voice ~ : synthesizer 12 to the voice output 16. Additionally in : a similar fashion, the operator can be warned vf other vehlcles~or structures (which broadcast their coordinates and identification data which can then be processed;~by the~receivlng system and included in the visual display so that the navigator is aware of what :type of vehicle or structure is in proximity, its : 25~ ~ ~ distance, its rate of approach, etc.) within a given radius. :If e~asive maneuvers are not undertaken within a certain time frame, the CPU 5 can optionally acti~ate through DAC ll semi-automatic control 17 of the mode of ~ ~ : transportation. When the operator's position is no :~ 30~ . longer in the domain of the digital Orthophotographs ~stored in RAM 6, additional Orthophotographs and digital terrain elevation and/or sounding data corresponding to the operator's new position are fetched from ~andom ACc~fi~ Storage Device 7 for processing by CPU 5 for display by graphics display 15.
~ efer now to FIG. 2 which shows a diagram and flow of logic through the apparatus shown in FIG. l. The CPU 5 first performs an initializing step Sl for Su8sT~nrrE SH~r ~093/00~7 21~ 2101 PCT/US92/0~180 "
activating the program and then prompts the operator through I/O device 10 for operator input parameters S2 for user written programs. Input parameters (such as the size of the craft, its unique identification number, the extremities of the craft, the location(s) of the SPS
receiver(s), etc.) can be a table of types of ships, aircraft or land vehicles or the like and their associated operational characteristics from which to choose. If the precise type is not present, the operator may build a table of operational characteristics for the operator's mode of transport.
Other parameters may be whether or not semi-automatic control 17 is present and to be activated; presence in memory of Orthophotographic map or chart projection, code, and spheroid; selection of desired controls and I methods of displaying the Orthophotographs on the j graphics display (such methods and controls would include generation of stereo Orthophotographs, generation of perspective Orthophotographs depending on operator lnput viewing direction and elevation angle, or ;~ automati~calculation from axial translations of x-y-z ;~ values~from~SPS receivers (if a receiver is employed at more than one location), or generation of remote perspective~vi~ews of the relationship between the surrounding area and the mode o~ transportation as would be seen~by~an observer at a chosen point in space away from the~mode;of transportation; activation of obstacle detection and warning; semi-automatic avoidance; and end progra~. ~
A test is made at step S3 to determine if the operator wants to end program. If not, the current LLAT(s) or XYZT(s), and current LLATs or XYZT(s) and identification data from other nearby modes of transportation S4 are obtained from SPS receiver(s) l ~ 35 and transformed (if needed) to the proper projection - zone, and spheroid of the Orthophotographs and are written S5 to Random Access Storage Device 8 for later use and analysis.
~IR.~TnnrrF ~ r ~, .. . , . . , - . , ~ ~ . .. , , - -. . .
21~21~1 W093/00647 ~ PCT/US92/0518F
Next a test S6 is made to determine if the proper Orthophotographs, digital terrain elevation and/or sounding data, and any other relevant operator data sets are in memory 6; if not, do data sets exist S7, if not, notify user S8 visually via graphic display 15 and verbally through voice synthesi~er 12 and voice output 16, and end program; otherwise obtain S9 new data set from Random Access Storage device 7 and store in RAM 6 before proceeding to Sl0.
A test is next made Sl0 to determine if this is the initial position; if not, the previous X-Y-Z position and time is used with the present ones to calculate Sll the present speed, direction and position of the mode of transport. Following this, the distances from other ~5 nearby modes of transportation (or structures) emitting their own LLATs or XYZTs and identification data are determined and the digital terrain elevation and~or sounding data is queried Sl2 using operator parameters as to the presence of nearby obstacles.
If other nearby modes of transportation and/or obstacles are present Sl3, the operator is warned by ~isually~indicating andjor emphasizing the impending ~: danger on the graphics display lS and activate Sl4 voice synthesizer 12 and send verbal warning to voice : 25 output 16. If other nearby modes of transportation and/or obstacles are critically near SlS, as determined : . from operator input parameters, and operator input is lacking within a preset time frame, initiate optional evasive maneuvers Sl6 through DAC ll and semi-automatic controls 17 using operator parameters.
. Finally, the Orthophotograph, digital terrain : elevation and/or sounding data set and any operator overlays are processed Sl7 by CPU 5 for viewing.
Processing would include the drawing of an overlay
3~ vector from the last SPS position to the present position on a graphics overlay. In addition, this would also be done using the LLATs or XYZTs and identification data received from other nearby modes of transportation 5~85TnnrrE ~ r 2112~
, WOg3/00~, PCT/US92/0~180 and/or obstacles. Any necessary stereo and/or perspective processing required for added realism, processing and integration of any operator supplied digital data overlays would also be performed by CPU 5.
The processed Orthophotograph and overlays are sent to the graphics controller 13 for storage in graphics memory 14 and display Sl8 by the graphics display 15.
If the operator initiated a user interrupt, this is determined at Sl9, and steps S2 through S3 are repeated and optionally S4 through Sl9. If there is no operator interrupt, steps S4 through Sl9 are repeated indefinitely.
Another embodiment of the invention is its use in a static mode as a training ~imulator, such as a flight simulator, warfare mission planning, training, and attach simulation, and use as entertainment such as in video games. In this embodiment the SPS receiver~s) l in FIG. 1, and steps S4 in FIG. 2 are suppressed and replaced by X-Y-Z positions and times generated from user and computer generated data sets.
In yet another ambodiment of the invention, is its use as a decision-making tool, rather than primarily as a navigation and collision avoidance tool. The configurations in FIGS. l and 2 remain the same. The emphasis here is on dynamic decision making by the user.
An example would be the use of the invention in a land vehicle used as a mobile command post during a forest fire and could show the user the user's current position in the Orthophotograph. User inputs of current temperature, humidity, wind direction and velocity data, vegetation types and combustibility, and transportation data lay rs; this combined with a digital terrain ele~ation data set and its inherent slope and aspect information, could be used to compute and display a new forecast map of the spread of the fire and the user's current position. This would aid in timely decision making, such as evacuation plans and allocation of personnel and resources and the like to fight the fire.
2~121~1 W093/00~7 PCT/US92/0~18' 'J
In summary, according to the present invention, there is provided a positioning, navigation and collision avoidance system for various modes of transportation utilizing one or more SPS receivers to gather positional data in conjunction with the use of geo-referenced digital Orthophotographs in order to present a realistic display of the area surrounding the trajectory of the mode of transportation viewed in ~right daylight regardless of time of day or weather conditions. Also provided is the capability to broadcast the mode of transportation's LLATs or XYZTs and identification data to other systems capable of receiving this information, as well as the capability to receive LLATs or XYZTs and identification data from lS other nearby modes of transportation and/or obstacles so that the~operator's display is supplemented with information with respect to other moving ob~ects and objects that are not normally included in the digital Orthophotographs and their associated elevation maps.
The invention also incorporates the use of an array of geo-referenced terrain elevation and/or bathymetric soundings from which the Orthophotographs were derived, the use of various other operator provided geo-referenced digital data layers, and a system controller 25~ to process the above data sets into a meaningful display that dynamically shows the operator's position in relation to the surrounding terrain or water, and in r lation to other nearby modes of transportation.
Additional computer processing of the array of geo-referenced elevations and/or soundings provides verbaland visual information to the operator regarding nearby obstacles to avoid, and in extreme cases, optional semi~
automatic avoidance r~nel1vers by the mode of transportation when operator input is lacking. With the use of other SPS receiver locations, custom-made high resolution Orthophotographs and arrays of terrain elevations and/or soundings including, and if needed, digitized man-made structures can be utilized for SUBSrlTUTE B~ I
, W093/00~7 , - 2 1 ~ I PCT/US~051~0 ... ', --19--greater resolution, precision and display quality. In addition, the array of terrain elevations and/or soundings can be used to compute stereo and perspective Orthophotographs for display to add greater realism to the display~ The use of a general purpose system controller or computer provides the means to store the SPS positions, tim~s, velocities, etc., of the mode of transportation on a random access device which can be subsequently combined with the appropriate Orthophotographs and data layers to recreate the mission for analysis. Computer generated X-Y-Z positions and times may be substituted for the SPS receivers and the system may be used in a static mode in conjunction with a mode of transportation simulator such as a flight simulator, or in military warfare, mission planning or training exercises, or in video games to add greater realism to the simulation. The described system may also be used as a mobile decision-making tool with the use of additional user-supplied geo-referenced digital data layers with which the geo-referenced Orthophotographs and arrays of terrain elevations and/or bathymetric soundings are used in conjunction with GIS
software to generate statistics, new digital data layers ; andjor thematlc maps of the surrounding environment, from which timely and meaningful decisions can be made.
The foregoing description of the preferred and alternative embodiments of the invention have been presented for purposes of illustration and description.
For example, an SPS was cited as the method of obtaining , 30 the spatial and temporal coordinates of the mode of transportation, but any PS ~Positioning System) or combination of PSs could be used in its place. The description is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in light of ; the above description. It is intended that the scope of the invention be limited not by this detailed description, but rather by the claims appended hereto.
,~ 1 , . .. , . ,,, .. , . ~, .. . ... .. ... . . .. . .... .
, WOg3/00~, PCT/US92/0~180 and/or obstacles. Any necessary stereo and/or perspective processing required for added realism, processing and integration of any operator supplied digital data overlays would also be performed by CPU 5.
The processed Orthophotograph and overlays are sent to the graphics controller 13 for storage in graphics memory 14 and display Sl8 by the graphics display 15.
If the operator initiated a user interrupt, this is determined at Sl9, and steps S2 through S3 are repeated and optionally S4 through Sl9. If there is no operator interrupt, steps S4 through Sl9 are repeated indefinitely.
Another embodiment of the invention is its use in a static mode as a training ~imulator, such as a flight simulator, warfare mission planning, training, and attach simulation, and use as entertainment such as in video games. In this embodiment the SPS receiver~s) l in FIG. 1, and steps S4 in FIG. 2 are suppressed and replaced by X-Y-Z positions and times generated from user and computer generated data sets.
In yet another ambodiment of the invention, is its use as a decision-making tool, rather than primarily as a navigation and collision avoidance tool. The configurations in FIGS. l and 2 remain the same. The emphasis here is on dynamic decision making by the user.
An example would be the use of the invention in a land vehicle used as a mobile command post during a forest fire and could show the user the user's current position in the Orthophotograph. User inputs of current temperature, humidity, wind direction and velocity data, vegetation types and combustibility, and transportation data lay rs; this combined with a digital terrain ele~ation data set and its inherent slope and aspect information, could be used to compute and display a new forecast map of the spread of the fire and the user's current position. This would aid in timely decision making, such as evacuation plans and allocation of personnel and resources and the like to fight the fire.
2~121~1 W093/00~7 PCT/US92/0~18' 'J
In summary, according to the present invention, there is provided a positioning, navigation and collision avoidance system for various modes of transportation utilizing one or more SPS receivers to gather positional data in conjunction with the use of geo-referenced digital Orthophotographs in order to present a realistic display of the area surrounding the trajectory of the mode of transportation viewed in ~right daylight regardless of time of day or weather conditions. Also provided is the capability to broadcast the mode of transportation's LLATs or XYZTs and identification data to other systems capable of receiving this information, as well as the capability to receive LLATs or XYZTs and identification data from lS other nearby modes of transportation and/or obstacles so that the~operator's display is supplemented with information with respect to other moving ob~ects and objects that are not normally included in the digital Orthophotographs and their associated elevation maps.
The invention also incorporates the use of an array of geo-referenced terrain elevation and/or bathymetric soundings from which the Orthophotographs were derived, the use of various other operator provided geo-referenced digital data layers, and a system controller 25~ to process the above data sets into a meaningful display that dynamically shows the operator's position in relation to the surrounding terrain or water, and in r lation to other nearby modes of transportation.
Additional computer processing of the array of geo-referenced elevations and/or soundings provides verbaland visual information to the operator regarding nearby obstacles to avoid, and in extreme cases, optional semi~
automatic avoidance r~nel1vers by the mode of transportation when operator input is lacking. With the use of other SPS receiver locations, custom-made high resolution Orthophotographs and arrays of terrain elevations and/or soundings including, and if needed, digitized man-made structures can be utilized for SUBSrlTUTE B~ I
, W093/00~7 , - 2 1 ~ I PCT/US~051~0 ... ', --19--greater resolution, precision and display quality. In addition, the array of terrain elevations and/or soundings can be used to compute stereo and perspective Orthophotographs for display to add greater realism to the display~ The use of a general purpose system controller or computer provides the means to store the SPS positions, tim~s, velocities, etc., of the mode of transportation on a random access device which can be subsequently combined with the appropriate Orthophotographs and data layers to recreate the mission for analysis. Computer generated X-Y-Z positions and times may be substituted for the SPS receivers and the system may be used in a static mode in conjunction with a mode of transportation simulator such as a flight simulator, or in military warfare, mission planning or training exercises, or in video games to add greater realism to the simulation. The described system may also be used as a mobile decision-making tool with the use of additional user-supplied geo-referenced digital data layers with which the geo-referenced Orthophotographs and arrays of terrain elevations and/or bathymetric soundings are used in conjunction with GIS
software to generate statistics, new digital data layers ; andjor thematlc maps of the surrounding environment, from which timely and meaningful decisions can be made.
The foregoing description of the preferred and alternative embodiments of the invention have been presented for purposes of illustration and description.
For example, an SPS was cited as the method of obtaining , 30 the spatial and temporal coordinates of the mode of transportation, but any PS ~Positioning System) or combination of PSs could be used in its place. The description is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in light of ; the above description. It is intended that the scope of the invention be limited not by this detailed description, but rather by the claims appended hereto.
,~ 1 , . .. , . ,,, .. , . ~, .. . ... .. ... . . .. . .... .
Claims (28)
What is claimed is:
1. A vehicle position tracking, navigational, collision-avoidance and decision support system, comprising:
positioning means for providing positional coordinate signals corresponding to spatial coordinates of a current position of a vehicle;
computational means for accessing an image library of differentially rectified images for predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of said predefined geographic areas, indexed by spatial coordinates; for receiving said positional coordinate signals; and for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library;
processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and display means responsive to said resultant differentially rectified image signals for translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
positioning means for providing positional coordinate signals corresponding to spatial coordinates of a current position of a vehicle;
computational means for accessing an image library of differentially rectified images for predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of said predefined geographic areas, indexed by spatial coordinates; for receiving said positional coordinate signals; and for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library;
processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and display means responsive to said resultant differentially rectified image signals for translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
2. A method of tracking, navigating, and collision-avoidance of a vehicle comprising the steps of:
obtaining positional coordinate signals corresponding to spatial coordinates of a current position of a vehicle;
accessing an image library of differentially rectified images of predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of same said predefined geographic areas, indexed by spatial coordinates;
analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library;
processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
obtaining positional coordinate signals corresponding to spatial coordinates of a current position of a vehicle;
accessing an image library of differentially rectified images of predefined geographic areas, indexed by spatial coordinates, and a data library of terrain elevational data of same said predefined geographic areas, indexed by spatial coordinates;
analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and terrain elevational data from said data library;
processing said positional coordinate signals, said selected differentially rectified images, and said terrain elevational data into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle; and translating said resultant differentially rectified image signals into visual, pictorial information corresponding to the current position and geographic surroundings of said vehicle.
3. The system of claim 1, wherein said positional coordinate signals are derived from a positioning system.
4. The system of claim 1, wherein said vehicle is a ship, aircraft, or land vehicle.
5. The system of claim 1, wherein said positional coordinate signals further include orientation signals corresponding to the pitch, roll and yaw of said vehicle.
6. The system of claim 1, wherein said spatial coordinates are three dimensional, geo-referenced coordinates.
7. The system of claim 1, wherein said image library of differentially rectified images is derived from said data library of terrain elevational data.
8. The system of claim 1, wherein said differentially rectified images are digital orthophotographs.
9. The system of claim 1, further comprising means for generating vehicle signals corresponding to structural vehicle parameters, and said computational means includes means for receiving said vehicle signals and for analyzing said vehicle signals, to provide a spatial representation of said vehicle.
10. The system of claim 1, wherein said positioning means is operatively coupled to timing means for providing timing signals corresponding to the temporal coordinates of said vehicle's position.
11. The system of claim 10, wherein said computational means further comprises means for storing said positional coordinate signals and said timing signals of said vehicle's position.
12. The system of claim 1, wherein said positioning means is operatively coupled to transmitting means for broadcasting said positional coordinate signals of said vehicle to other vehicles and structures external to said vehicle, and is operatively coupled to receiving means for intercepting broadcast position data corresponding to spatial coordinates of said other vehicles and said structures external to said vehicle.
13. The system of claim 12, wherein said computational means further comprises means for storing said broadcast position data intercepted by said receiver.
14. The system of claim 12, wherein said computational means further comprises means, responsive to said broadcast position data intercepted by said receiver, for calculating a distance and rate of approach between said vehicle and said other vehicles and structures external to said vehicle.
15. The system of claim 14, further comprising means, responsive to said means for calculating a distance and rate of approach between said vehicle and said other vehicles and structures, for issuing warning signals corresponding to a predetermined distance and rate of approach between said vehicle and said other vehicles and structures.
16. The system of claim 14, further comprising means, responsive to said means for calculating a distance and rate of approach between said vehicle and said another vehicle or structure, for issuing semi-automatic evasion signals corresponding to a predetermined distance and rate of approach between said vehicle and said another vehicle or structure.
17. The system of claim 1, wherein said computational means further comprises means for calculating a distance and rate of approach between said vehicle and an obstacle, by interrogating said terrain elevational data using said positional coordinate signals.
18. The system of claim 17, further comprising means, responsive to said means for calculating a distance and rate of approach between said vehicle and an obstacle, for issuing warning signals corresponding to a predetermined distance and rate of approach between said vehicle and said obstacle.
19. The system of claim 17, further comprising means, responsive to said means for calculating a distance and rate of approach between said vehicle and an obstacle, for issuing semi-automatic evasion signals corresponding to a predetermined distance and rate of approach between said vehicle and said obstacle.
20. The system of claim 1, wherein said computational means further comprises means, responsive to said terrain elevational data and said resultant differentially rectified image signals, for generating perspective views of said visual, pictorial information corresponding to the geographic surroundings of said vehicle.
21. The system of claim 1, wherein said data library of terrain elevational data, further comprises three dimensional structure data corresponding to digitized man-made structures.
22. The system of claim 1, wherein said computational means further comprises means for accessing a thematic library of thematic data layers corresponding to various predetermined geographic thematic relationships of said predefined geographic areas, indexed by geo-referenced spatial coordinates;
and for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and said terrain elevational data from said data library, and said thematic data layers from said thematic library, and processing said positional coordinate signals, said selected differentially rectified images, said terrain elevational data, and said thematic data layers into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle.
and for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library and said terrain elevational data from said data library, and said thematic data layers from said thematic library, and processing said positional coordinate signals, said selected differentially rectified images, said terrain elevational data, and said thematic data layers into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle.
23. The system of claim 22, wherein said computational means further comprises geographic information system means, for analyzing said positional coordinate signals by selecting said differentially rectified images from said image library, said terrain elevational data from said data library, and said thematic data layers from said thematic library, and processing said positional coordinate signals, said selected differentially rectified images, said terrain elevational data, and said thematic data layers into resultant differentially rectified image signals corresponding to the current position and terrain of said vehicle.
24. The system of claim 1, further comprising a user input coupled to said computational means for providing means for entering control signals corresponding to input parameters representing predefined system functions, system outputs and vehicle characteristics.
25. The system of claim 1, wherein said image library of said differentially rectified images further comprises differentially rectified images of differing scales, and wherein said data library of said terrain elevational data further comprises terrain elevational data of differing spatial resolutions.
26. The system of claim 1, wherein said vehicle is a training simulator or video game.
27. The system of claim 2 6, wherein said positional coordinate signals are derived via said computational means.
28. The system of claim 1, wherein said differentially rectified images are derived from electronic imaging means.
Applications Claiming Priority (2)
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| US71861891A | 1991-06-21 | 1991-06-21 | |
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| CA002112101A Expired - Fee Related CA2112101C (en) | 1991-06-21 | 1992-06-16 | Real time three dimensional geo-referenced digital orthophotograph-basedpositioning, navigation, collision avoidance and decision support system |
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- 1992-06-16 AU AU22612/92A patent/AU2261292A/en not_active Abandoned
- 1992-06-16 CA CA002112101A patent/CA2112101C/en not_active Expired - Fee Related
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| WO1993000647A2 (en) | 1993-01-07 |
| US5381338A (en) | 1995-01-10 |
| CA2112101A1 (en) | 1993-01-07 |
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| AU2261292A (en) | 1993-01-25 |
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