The memory 252, the database 256, or a disk 258 maintain data bits and may be utilized by the processor 250 as both storage and a scratch pad. The memory locations where data bits are maintained are physical locations that have particular electrical, magnetic, optical, or organic properties corresponding to the data bits. The memory 252 can be any type of suitable computer readable storage medium. For example, the memory 252 may include various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and flash). In certain examples, the memory 252 is located on and/or co-located on the same computer chip as the processor 250. In the depicted embodiment, the memory 252 stores the above-referenced instructions and applications 260 along with one or more configurable variables in stored variables 264. The database 256 and the disk 258 are computer readable storage media in the form of any suitable type of storage apparatus, including direct access storage devices such as hard disk drives, flash systems, floppy disk drives and optical disk drives. The database may include an airport database (comprising airport features) and a terrain database (comprising terrain features). In combination, the features from the airport database and the terrain database are referred to map features. Information in the database 256 may be organized and/or imported from an external source 220 during an initialization step of a process.

The bus 255 serves to transmit programs, data, status and other information or signals between the various components of the control module 204. The bus 255 can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies.

The interface 254 enables communications within the control module 204, can include one or more network interfaces to communicate with other systems or components, and can be implemented using any suitable method and apparatus. For example, the interface 254 enables communication from a system driver and/or another computer system. In one embodiment, the interface 254 obtains data from external data source(s) 220 directly. The interface 254 may also include one or more network interfaces to communicate with technicians, and/or one or more storage interfaces to connect to storage apparatuses, such as the database 256.

It will be appreciated that the vehicle system 202 may differ from the embodiment depicted in FIG. 2. As mentioned, the vehicle system 202 can be integrated with an existing flight management system (FMS) or aircraft flight deck display.

During operation, the processor 250 loads and executes one or more programs, algorithms and rules embodied as instructions and applications 260 contained within the memory 252 and, as such, controls the general operation of the control module 204 as well as the vehicle system 202. In executing the process described herein, the processor 250 specifically loads and executes the novel program 262. Additionally, the processor 250 is configured to process received inputs (any combination of input from the communication system 206, the imaging system 208, the navigation system 210, and user input provided via user input device 212), reference the database 256 in accordance with the program 262, and generate display commands that command and control the display system 214 based thereon.

Turning now to FIG. 3, diagrams 300 of comparison images are shown of an airport taxiway network in accordance with the disclosed embodiments. The first image 302 is a real world image of the airport. An airport mapping database (AMDB) is accessed to retrieve mapping image 304 of the airport that is used to generate multiple possible taxiways 304 from which an optimum taxiway 306 is selected. The optimum taxiway is the depicted as an image on a user interface (UI) 308 in either two dimension (2D), three dimensions (3D) or both in a side-by-side display as show.

A taxi assist algorithm utilizes airport network images and mapping data to compute and populate the taxi assist path for pilot use. The airport network images are specifically designed for the taxi assist algorithm to utilize path computations and path construction. The airport network includes two basic elements: nodes and edges. The nodes are intersecting points of taxiways and runways. The edges are lines between nodes. Each edge represents one segment of taxiway or runway. The taxi assist path contains number of edges from start position (e.g., a parked aircraft position) to the destination (e.g., runway, parking stand or other airport destinations).

The taxi assist algorithm includes two phases: path computation and path construction. The path computation phase uses an algorithm to generate an edge based taxi assist path which comprises a series of line segments series connected from a start point to a destination. The path construction phase uses a supplement algorithm to enhance path smoothness and accuracy. The construction phase typically uses smaller line segments linked in series between the taxi assist path edges.

The path computation phase of the taxi assist path output is of a taxi assist path based on edges, which means the taxi assist path display is mostly straight line connections even for the turns along the taxiway. To improve the taxi assist path display, the path construction algorithm is specifically designed to construct taxi assist path using smoothed arc connections instead of straight line or “dog-leg” line connections.

Turning now to FIG. 4, images 400 of a generated taxi assist path are shown including two-dimensional (2D) 402 and three-dimensional (3D) images 403 of the generated taxi assist path for an airport in accordance with the disclosed embodiments. The images also depict the generated taxi assist path 408 and painted guidance lines 406 on the runways and taxiways of the airport. The guidance lines are painted on the surface of the taxiway and are depicted in 2D 402 and 3D 404. The layout of the guidance lines is typically retrieved from an AMDB.

The geometric patterns of the painted guidance lines are often complex. Consequently, the smoothed path may not match the painted guidance lines on the runway or taxiway surface during the generation of the taxi assist path. To compensate, the path construction algorithm retrieves the current guidance lines stored in the AMDB. Then, the path construction algorithm chooses the appropriate guidance line path for the optimum taxi assist path based on edges selected of the optimum route. Additionally, the path computation phase may adjust and correct the taxi assist path to compensate for and correct any anomalies.

Tuning now to FIG. 5, a block diagram 500 is shown of a taxiway design algorithm using guidance lines in accordance with the disclosed embodiments. The real world taxiway guidance lines 502 are retrieved from an AMDB 504. The taxi assist algorithm 506 uses the path computation phase to select the optimum taxi assist path is selected for the aircraft from the multiple taxi assist paths. During the path construction phase, the optimum taxi assist path is modified to match corresponding painted taxiway guidance lines and displayed on an aircraft display device