• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    METHOD FOR CHANGING AN AIRCRAFT TRAJECTORY TO INTERVAL MANAGEMENT, AND, APPLIANCE. A method and apparatus for changing the trajectory of an aircraft for interval management. Range management information identifying a desired spacing between the aircraft and a target aircraft is received. The path change information is determined using a performance gain factor. Path change information identifies a path change point for the aircraft. The performance gain factor identifies a desired portion of achieving desired spacing due to aircraft trajectory change at the point of trajectory change and a desired portion of achieving desired spacing due to aircraft speed change. The trajectory change information is used to change the aircraft's trajectory at the trajectory change point.
    公开号:BR102015029115B1
    申请号:R102015029115-9
    申请日:2015-11-19
    公开日:2021-07-06
    发明作者:Julien Emile Sebastien Scharl；David M. Myers；Aslaug Haraldsdottir
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    FUNDAMENTALS
    [001] This description generally refers to defining appropriate flight paths for the aircraft and controlling the movement of the aircraft in flight. More particularly, the present description relates to defining appropriate trajectory changes for the aircraft in flight and controlling aircraft in flight to perform appropriate trajectory changes to achieve a desired spacing between aircraft in flight for interval management.
    [002] Interval management refers to the management of the spacing between aircraft in flight. Interval management can be used to organize and expedite air traffic flow in an effective, efficient and reliable manner. For example, without limitation, range management can be used to manage the spacing between aircraft approaching an airport runway for landing. A desired aircraft landing spacing on the runway can be established to improve or optimize the efficiency of landing operations at the airport.
    [003] Aircraft in-flight interval management may be implemented by an air traffic control system or other appropriate entity. For example, an air traffic control system or other entity responsible for range management in an area of aircraft operations may provide information to implement area range management for the aircraft in flight in the area. Such interval management information can indicate, for example, a desired spacing between aircraft operating in the area. Aircraft operating in the area may be required or expected to achieve the indicated spacing between the aircraft for range management.
    [004] Thus it may be desirable to control an aircraft in flight in an appropriate manner to achieve a desired spacing between the aircraft and another aircraft in flight for interval management. It may also be desirable to control an aircraft in flight in an appropriate manner to maintain or improve the aircraft's operating efficiency. For example, without limitation, it may be desirable to control an aircraft in flight in an appropriate manner to minimize or reduce fuel consumption by the aircraft.
    [005] Current systems and methods for controlling the movement of an aircraft in flight may not provide maintenance or improve the operating efficiency of the aircraft while controlling the aircraft to establish a desired spacing from another aircraft for interval management. Appropriately, it may be beneficial to have a method and apparatus that take into account one or more of the problems discussed above, as well as other possible problems. SUMMARY
    [006] The illustrative modalities of the present description provide a method to change the trajectory of an aircraft for interval management. Range management information identifying a desired spacing between the aircraft and a target aircraft is received. The path change information is determined using a performance gain factor. Path change information identifies a path change point for the aircraft. The performance gain factor identifies a desired portion of achieving desired spacing due to aircraft trajectory change at the point of trajectory change and a desired portion of achieving desired spacing due to aircraft speed change. The trajectory change information is used to change the aircraft's trajectory at the trajectory change point.
    [007] The illustrative embodiments of the present description also provide an apparatus comprising an information receiver, a trajectory change calculator, and an information formatter. The information receiver is configured to receive interval management information that identifies a desired spacing between an aircraft and a target aircraft. The trajectory change calculator is configured to determine trajectory change information using a performance gain factor. Path change information identifies a path change point for the aircraft. The performance gain factor identifies a desired portion of achieving desired spacing due to aircraft trajectory change at the point of trajectory change and a desired portion of achieving desired spacing due to aircraft speed change. The information formatter is configured to format the trajectory change information to use the trajectory change information to change the aircraft trajectory at the trajectory change point.
    [008] The illustrative modalities of the present description also provide a method to change the trajectory of an aircraft for interval management. A search objective is determined using a desired spacing between the aircraft and a target aircraft. A candidate trajectory change point along an aircraft flight leg is selected. The candidate trajectory change point is evaluated to determine whether the candidate trajectory change point satisfies the search objective. The candidate trajectory change point is identified as the trajectory change point in response to a determination that the candidate trajectory change point satisfies the search objective. The aircraft has its trajectory changed at the point of trajectory change.
    [009] Various features, functions, and benefits may be independently achieved in various embodiments of the present description or may be combined in further other embodiments where further details can be noted with reference to the following description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS
    [0010] The new features believed to be characteristic of the illustrative modalities are defined in the appended claims. The illustrative embodiments, however, as well as a preferred mode of use, purposes and additional benefits thereof, will be better understood with reference to the following detailed description of illustrative embodiments of the present description when read in conjunction with the accompanying drawings, in which : Figure 1 is an illustration of aircraft trajectory changes for interval management in an aircraft operating environment according to an illustrative modality; Figure 2 is an illustration of a block diagram of an aircraft operating environment according to an illustrative embodiment; Figure 3 is an illustration of a block diagram of a trajectory change calculator according to an illustrative embodiment; Figure 4 is an illustration of a flowchart of a process for changing the trajectory of an aircraft according to an illustrative embodiment; Figure 5 is a flowchart illustration of a process for determining path change information according to an illustrative embodiment; Figure 6 is a flowchart illustration of a process for determining a search objective using a performance gain factor according to an illustrative embodiment; Figure 7 is a flowchart illustration of a process for determining a maximum distance along a leg to a trajectory change point in accordance with an illustrative embodiment; Figure 8 is a flowchart illustration of a process for evaluating a candidate trajectory change point in accordance with an illustrative embodiment; and Figure 9 is an illustration of a block diagram of a data processing system according to an illustrative embodiment. DETAILED DESCRIPTION
    [0011] Different illustrative modalities recognize and take in eqpVc wo púogtq fg fkfetepVeu eqpukfgtc>õgUo “Wo púogtq”. as used cswk eqo tefetêpekc cqu kVepu. swet fkzet wo qw ocku kVepUo Rqt ezeornq. “wo puoetq fe fkhetepVeu eqpukfetc>õeu” u«q woc qw ocku different considerations.
    [0012] Different illustrative modalities recognize and take into account that it may be desirable to control an aircraft in flight to achieve a desired spacing between the aircraft and another aircraft in flight for interval management. The desired spacing can be achieved by changing the aircraft's trajectory at an appropriate trajectory change point, by altering or otherwise controlling the aircraft's speed, or by an appropriate combination of speed control and trajectory change.
    [0013] The different illustrative modalities also recognize and take into account that either changing the trajectory of an aircraft or changing the speed of an aircraft can burn fuel or otherwise effect the efficient operation of an aircraft in various ways. Therefore, aircraft operating efficiency can be improved by taking into account the effects of both changing aircraft trajectory and changing aircraft speed in controlling aircraft movement to achieve a desired aircraft spacing for interval management.
    [0014] Illustrative modalities provide a system and method for determining a desired trajectory change point for an aircraft that can account for both the effect of changing the aircraft trajectory at the trajectory change point and the effect of changing the speed of the aircraft. aircraft in the step of achieving a desired aircraft spacing for interval management. According to an illustrative modality, trajectory change information for an aircraft's range management can be determined using a performance gain factor that identifies a desired portion of achieving a desired aircraft spacing due to aircraft trajectory change in a point of trajectory change and a desired portion of achieving the desired spacing between the aircraft due to the change in aircraft speed.
    [0015] Trajectory change information generated according to an illustrative modality can be used to change the trajectory of an aircraft to achieve a desired aircraft spacing for interval management. For example, without limitation, trajectory change information according to an illustrative modality may be displayed to an operating aircraft in a manner appropriate for the operator to change the aircraft's trajectory manually at a desired trajectory change point. Alternatively, trajectory change information according to an illustrative modality can be provided manually or automatically to an aircraft flight management system for automated control of aircraft trajectory change at the point of trajectory change.
    [0016] Turning to Figure 1, an illustration of aircraft trajectory changes for interval management in an aircraft operating environment is represented according to an illustrative modality. Aircraft operating environment 100 may include any appropriate airspace in which a number or aircraft may be in flight. For example, without limitation, aircraft 102 and target aircraft 104 may be in flight in aircraft operating environment 100. Symbols representing aircraft 102 and target aircraft 104 indicate the relative positions of aircraft 102 and target aircraft 104 in the 100 aircraft operating environment at a point in time. The symbols representing aircraft 102 and target aircraft 104 are not necessarily drawn to scale with respect to distances in aircraft operating environment 100. More or less than two aircraft may be in flight in aircraft operating environment 100.
    [0017] Aircraft 102 and target aircraft 104 may be commercial passenger aircraft, cargo aircraft, private or personal aviation aircraft, military aircraft, or any other suitable type of aircraft that can be used for any appropriate purpose . Aircraft 102 and target aircraft 104 may be lighter-than-air, rotary-wing or fixed-wing aircraft. Aircraft 102 and target aircraft 104 may be unmanned aerial vehicles or manned aircraft. Aircraft 102 and target aircraft 104 may be the same aircraft type or may be different types of aircraft.
    [0018] Target aircraft 104 may be in flight on route and following route 106, indicated by a solid line in Figure 1. Route 106 may also be referred to as a flight path. Route 106 may be straight or may include a number of trajectory changes at a number of points along route 106.
    [0019] Aircraft 102 may be in flight at flight path 108, indicated by a broken line in Figure 1. Flight path 108 may also be referred to as a route. Relatively straight portions of flight path 108 between aircraft 102 trajectory changes may be referred to as flight path legs 108. Flight path 108 for aircraft 102 may be different from route 106. For example, without limitation, leg 110 of flight path 108 for aircraft 102 may be in a direction away from route 106. Leg 110 of flight path 108 for aircraft 102 may still or alternatively be referred to as a first leg, an exit leg. , or a chain leg.
    [0020] It may be desirable that flight path 108 for aircraft 102 merges with and follows route 106 at some point. For example, without limitation, aircraft 102 and target aircraft 104 may be directed to land on a designated runway at an airport. Route 106 may be a preferred approach route for landing the aircraft on the designated runway. In this case, it may be desirable that the flight paths of all aircraft landing on the designated runway, including aircraft 102 and target aircraft 104, are merged into route 106.
    [0021] To join route 106, aircraft 102 may change trajectory at trajectory change point 112 from leg 110 of flight path 108 to leg 114 of flight path 108. Leg 114 of flight path Flight 108 intersects route 106 at intercept point 116. Leg 114 of flight path 108 may also or alternatively be referred to as a second leg or an entry leg. Aircraft 102 may change trajectory to route 106 at intercept point 116. Aircraft 102 may be referred to as an aircraft changing trajectory.
    [0022] The trajectory change angle 118 is the angle that the aircraft 102 changes trajectory at the trajectory change point 112 from leg 110 to leg 114 of the flight path 108. The trajectory change angle 120 is the angle that the aircraft 102 changes leg trajectory 114 from flight path 108 to route 106. It may be desirable that neither the trajectory change angle 118 nor the trajectory change angle 120 exceed a maximum trajectory change angle for the aircraft 102 The maximum trajectory change angle for the aircraft 102 may be determined in any appropriate manner. For example, the maximum trajectory change angle for the aircraft 102 can be determined to take into account the trajectory change capability of the aircraft 102, the efficient operation of the aircraft 102, the comfort of passengers aboard the aircraft 102, governmental regulations, other considerations, or various combinations of considerations. For example, without limitation, the maximum trajectory change angle for aircraft 102 may be approximately 120 degrees, or other suitable angle.
    [0023] It may be desirable for aircraft 102 to reach and maintain a desired spacing from target aircraft 104 when aircraft 102 joins target aircraft 104 on route 106. For example, without limitation, an air traffic control system or another entity may instruct aircraft 102 to achieve a desired spacing with target aircraft 104 for range management of the aircraft on route 106 or other appropriate purpose. For example, aircraft 102 may be instructed to achieve the desired spacing with target aircraft 104 for as long as aircraft 102 reaches range point 122 on route 106.
    [0024] The desired spacing between aircraft 102 and target aircraft 104 for range management can be achieved by changing the trajectory of aircraft 102 at the appropriate trajectory change point 112 or by changing the trajectory of aircraft 102 at the appropriate trajectory change point 112 in combination with controlling the speed of the aircraft 102 in an appropriate manner. For example, trajectory change point 112 can be selected such that when aircraft 102 that changes trajectory at trajectory change point 112 changes trajectory to route 106 at interception point 116, aircraft 102 is at the desired spacing with target aircraft 104 on route 106. In this case, the desired spacing between aircraft 102 and target aircraft 104 can be achieved by changing the trajectory of aircraft 102 at trajectory change point 112 without changing the speed of aircraft 102. In another example, the trajectory change point 112 can be selected such that when aircraft 102 that changes trajectory at trajectory change point 112 changes trajectory to route 106 at intercept point 116, aircraft 102 is in the desired spacing with target aircraft 104 at the route 106. In this case, the desired spacing between aircraft 102 and target aircraft 104 can be achieved by controlling the speed of aircraft 102 in an appropriate manner. to achieve the desired spacing between aircraft 102 and target aircraft 104 after aircraft 102 changes trajectory to route 106 at intercept point 116.
    [0025] According to an illustrative embodiment, the trajectory change point 112 can be determined in a way that takes into account the desired portion of achieving the desired spacing between aircraft 102 and target aircraft 104 due to aircraft trajectory change 102 at the point of trajectory change 112 and the desired portion of achieving the desired spacing between aircraft 102 and target aircraft 104 due to the change in speed of aircraft 102.
    [0026] Turning to Figure 2, an illustration of a block diagram of an aircraft operating environment is represented according to an illustrative modality. Aircraft operating environment 200 may be an example of an implementation of aircraft operating environment 100 in Figure 1. Aircraft 201 and target aircraft 202 may be in flight in aircraft operating environment 200. Aircraft 201 and aircraft Target aircraft 202 may be examples of implementations of aircraft 102 and target aircraft 104, respectively, in Figure 1. More than two aircraft may be in flight in the operating environment of aircraft 200.
    [0027] The movement of aircraft 201 while in flight in the operating environment of aircraft 200 may be manually controlled by operator 203. Operator 203 may be a pilot or other human operator of aircraft 201. Operator 203 may control aircraft 201a from flight deck 204 of aircraft 201 or from another appropriate location by manipulating appropriate controls 205. Flight deck 204 may also or alternatively be referred to as the cockpit of aircraft 201. Controls 205 may be configured to control the operation of various systems on the 201 aircraft. For example, without limitation, the 203 operator may use controls 205 to change the trajectory of the 201 aircraft, to change the speed of the 201 aircraft, or to control the movement of the 201 aircraft in the operating environment of aircraft 200 in any other appropriate manner or in various combinations of modes.
    [0028] Operator 203 can use various types of information in various ways to control the operation of aircraft 201 in an appropriate manner. Information for control of aircraft 201 by operator 203 may be displayed to operator 203 on display device 206. Any appropriate information, from any appropriate source, may be displayed to operator 203 on display device 206 in any format appropriate. Display device 206 may include any appropriate number of display devices. Display device 206 may be implemented on aircraft 201 in any appropriate manner. For example, without limitation, display device 206 may be implemented on flight deck 204 of aircraft 201 in any appropriate manner.
    [0029] Operator 203 can input various types of information into various systems on aircraft 201 for various purposes. Information for the control of the 201 aircraft or other appropriate purposes may be entered into the appropriate systems on the 201 aircraft by the 203 operator through the 208 input device. Any appropriate information may be entered in any appropriate format into any appropriate system on the 201 aircraft by the operator 203 through input device 208. Input device 208 may include any appropriate number of input devices. Input device 208 may be implemented on aircraft 201 in any appropriate manner. For example, without limitation, input device 208 may be implemented on flight deck 204 of aircraft 201 in any appropriate manner.
    [0030] Display device 206 and input device 208 can be implemented as separate devices on aircraft 201. Alternatively, display device 206 and input device 208 can be implemented together as a single device on aircraft 201. For example Without limitation, the display device 206 and the input device 208 may be implemented together as a touch screen display device on the aircraft 201 or otherwise appropriate.
    [0031] The movement of the 201 aircraft while in flight in the operating environment of aircraft 200 can be controlled automatically or automatically in combination with manual control of the 201 aircraft by the 203 operator. For example, without limitation, automatic control of the 201 aircraft movement in the flight may be provided by the 212 flight management system on the 201 aircraft or in any other appropriate manner. Flight management system 212 may comprise a specialized computer system that automates a wide variety of in-flight tasks. Flight management system 212 may be configured to perform in-flight management of a flight plan for aircraft 201. For example, without limitation, flight management system 212 may be configured to use information from various sensors to determine the position of aircraft 201 and to guide aircraft 201 through a flight plan.
    [0032] Aircraft 201 may include communications system 214. Communications system 214 may include a number of systems suitable for communicating with systems outside of aircraft 201. For example, without limitation, communications system 214 may be configured to communicating with the air traffic control system 216 and the target aircraft 202. The communication system 214 may be configured to provide voice communications, data communications other than voice communications, or both voice and other communications communications. Dice.
    [0033] The trajectory change calculator 222 on the aircraft 201 can be configured to generate trajectory change information 224 to control the trajectory changes of the aircraft 201. For example, without limitation, the trajectory change calculator 222 can be configured to generate 224 trajectory change information to control aircraft 201 trajectory changes for interval management. For example, trajectory change information 224 can identify the trajectory change point 225 at which aircraft 201 must have trajectory changed to achieve a desired spacing of aircraft 201 with target aircraft 202. The trajectory change information 224 generated by trajectory change calculator 222 can be used to change aircraft trajectory 201 at trajectory change point 225. An example of an implementation of trajectory change calculator 222 according to an illustrative modality is described below with reference to Figure 3 An example of an implementation of a process for generating path change information 224 by path change calculator 222 is described below with reference to Figures 4 to 8. Path change calculator 222 can be configured to use management information interval 226, target aircraft information 228, and aircraft information 230 to generate t shift information. rajectory 224.
    [0034] Interval management information 226 may include information identifying a desired spacing between aircraft 201 and target aircraft 202. For example, without limitation, interval management information 226 may also include one or more of the information identifying target aircraft 202 , a route to the target aircraft 202, an intercept point, a point per range, or any other information suitable for use by the path change calculator 222 to generate path change information 224.
    [0035] Interval management information 226 may be provided to aircraft 201 by air traffic control system 216 or any other suitable source of interval management information 226 via communications system 214. air 216 may comprise any system or entity with responsibility for controlling air traffic in a portion of airspace. For example, without limitation, air traffic control system 216 may comprise terminal control associated with an airport or other location for the take-off and landing of the aircraft, an area control center to control aircraft en route between areas covered by the terminal control, or other appropriate air traffic control system. Air traffic control system 216 may have the appropriate authority to order or request movements of aircraft 201 by providing interval management information 226 to aircraft 201.
    [0036] Target aircraft information 228 may include information about the target aircraft 202 used by the path change calculator 222 to generate path change information 224. For example, without limitation, the target aircraft information 228 may include information that identifies the current state of the target aircraft 202. The target aircraft information 228 that identifies the current state of the target aircraft 202 may include information that identifies the current position of the target aircraft 202 and the current speed of the target aircraft 202.
    [0037] Target aircraft information 228 may be provided to aircraft 201 from target aircraft 202 via communications system 214 or in any other appropriate manner. For example, without limitation, target aircraft information 228 may be provided from target aircraft 202 to aircraft 201 via automatic dependent broadcast surveillance, ADS-B. Automatic dependent broadcast surveillance is a cooperative surveillance technology in which an aircraft determines its position through satellite navigation and periodically transmits it, allowing the aircraft to be tracked.
    [0038] Aircraft information 230 may include information about aircraft 201 that is used by path change calculator 222 to generate path change information 224. For example, without limitation, aircraft information 230 may include information identifying the aircraft. current status of aircraft 201 and a flight path for aircraft 201. Aircraft 230 information identifying the current status of aircraft 201 may include information identifying the current position of aircraft 201 and current speed of aircraft 201 along a flight path to aircraft 201.
    [0039] Information from the 230 aircraft may be provided by appropriate systems on the 201 aircraft or in any other appropriate manner. For example, without limitation, aircraft 230 information identifying the current status of aircraft 201 may be provided by flight management system 212, by a satellite-based navigation system or other appropriate navigation system in aircraft 201, or by another appropriate system or combination of systems in the 201 aircraft.
    [0040] Path change calculator 222 can use target aircraft information 228 and aircraft information 230 to predict motion paths for target aircraft 202 and aircraft 201, respectively, to generate path change information 224. The trajectory generator 222 may use the trajectory generator 232 to predict the movement of the aircraft 201 and the target aircraft 202. The trajectory generator 232 may comprise any suitable system or method for predicting the movement of the target aircraft 202 and the aircraft 201. The trajectory generator 232 can be configured to appropriately represent a flight path in three dimensions, including proper trajectory change construction and representative of the intended flight path in the vertical and longitudinal directions. For example, without limitation, trajectory generator 232 functionality may be implemented as part of flight management system 212. Alternatively, trajectory generator 232 may be implemented separately from flight management system 212.
    [0041] Path change information 224 generated by path change calculator 222 can be used to change aircraft trajectory 201 at path change point 225. For example, without limitation, path change information 224 can be displayed to operator 203 on display device 206 and used by operator 203 to manually change aircraft trajectory 201 at the path change point identified in path change information 224. Alternatively, path change information 224 displayed on display device 206 can be input by operator 201 to flight management system 212 through input device 208, or provided directly from trajectory change calculator 222 to flight management system 212, to automatically change the trajectory of aircraft 201 at the path change point 225 identified in the path change information 224.
    [0042] One or more of the flight management systems 212, the trajectory change calculator 222, and the trajectory generator 232 may be implemented in software or in software in combination with hardware in the aircraft data processing system 240. Aircraft data processing system 240 may comprise any number of appropriate data processing systems on aircraft 201.
    [0043] Turning to Figure 3, an illustration of a block diagram of a trajectory change calculator is represented according to an illustrative embodiment. The change of trajectory calculator 300 can be an example of an implementation of the change of trajectory calculator 222 in Figure 2.
    [0044] The trajectory change calculator 300 is configured to generate trajectory change information 302. The trajectory change information 302 can identify the trajectory change point 303. The trajectory change calculator 300 can comprise the receiver of information 304, search objective determiner 306, point selector 308, path change point estimator 310, information formatter 312, and information sender 314.
    [0045] The information receiver 304 may be configured to receive various types of information from various sources for use by the path change calculator 300 to determine path change information 302. For example, without limitation, the path change receiver information 304 may be configured to receive interval management information 316, aircraft information 318, target aircraft information 320, other appropriate information, or various combinations of information for use by trajectory change calculator 300 to determine the information. of trajectory change 302.
    [0046] For example, without limitation, range management information 316 may include target aircraft identifier 321, and may identify target aircraft route 322, intercept point 323, desired spacing 324, and point by range 326. Target aircraft identifier 321 can identify a target aircraft in flight in any appropriate manner. The route of the target aircraft 322 can be identified in any appropriate way. Intercept point 323 may be a point on the target aircraft's route where the aircraft's trajectory change intercepts the route and changes trajectory to the route. Desired spacing 324 may be the desired spacing between the aircraft's trajectory change and the target aircraft en route. The point by range 326 may be the point at which the desired spacing 324 between the aircraft's trajectory change and the target aircraft is to be achieved. 316 interval management information may be received from an air traffic control system or other appropriate source of 316 interval management information.
    [0047] Information from aircraft 318 may include, without limitation, aircraft position 380, aircraft destination 382, aircraft speed 384, maximum trajectory change angle 386, other aircraft 388 information, or various combinations information regarding the change of trajectory of the aircraft. Aircraft 318 information may be provided by the appropriate systems on board the aircraft's trajectory change or in any other appropriate manner.
    [0048] Target aircraft information 320 may include, without limitation, target aircraft position 390, target aircraft speed 394, other target aircraft information 396, or various combinations of information regarding the target aircraft. Target aircraft information 318 may be provided by the target aircraft or in any other appropriate manner.
    [0049] Search objective determiner 306 can be configured to determine search objective 350 using performance gain factor 352. Performance gain factor 352 can be selected or determined to identify a desired portion of achieving desired spacing 324 due to to aircraft trajectory change at trajectory change point 303 and a desired portion of achieving desired spacing 324 due to aircraft speed change 354. For example, without limitation, search objective determiner 306 can be configured to determine objective of searches 350 by determining an estimated arrival time of the target aircraft at the point per range 326. The search objective 350 can then be determined by multiplying the sum of the desired spacing 324 and the estimated arrival time of the target aircraft at the point per range 326 by performance gain factor 352. An example of an implementation of a process to determine search objective 35 What can be implemented by the search objective determiner 306 is described below with reference to Figure 6.
    [0050] Performance gain factor 352 can be selected in advance before a flight, calculated in advance before a flight, or calculated during a flight. For example, without limitation, the performance gain factor 352 can be calculated based on known current conditions of an aircraft changing trajectory and the ratio of current conditions to the desired rated conditions of the aircraft along a desired flight path, expectations of flight efficiencies, or both.
    [0051] For example, without limitation, the value for performance gain factor 352 can be selected based on the current speed of the aircraft's trajectory change as compared to its rated speed. The performance of the speed control operation will depend on the symmetry of the aircraft's ability to decelerate, balanced by its ability to accelerate along a trajectory change geometry to achieve the desired 324 spacing. from rated speed, less symmetry of speed control authority can be achieved, and thus more or less control must be allocated to change aircraft trajectory to achieve desired spacing 324. Performance gain factor 352 also affects efficiency resulting flight time, as the expanded fuel burn in aircraft trajectory change for a given velocity profile is expected to be different from the expanded fuel burn in a speed control operation for a given trajectory change point geometry.
    [0052] The 308 point selector is configured to select candidate trajectory change points for evaluation by the trajectory change point evaluator 310. For example, without limitation, the point selector 308 can be configured to select the point of trajectory. candidate trajectory change 362 from points along a current leg or departure aircraft trajectory change using the Euler 364 method.
    [0053] The path change point estimator 310 is configured to determine whether the candidate path change point 362 satisfies search objective 350. The candidate path change point 362 that satisfies search objective 350 is identified as the point change path 303 in the path change information 302.
    [0054] Information formatter 312 is configured to format trajectory change information 302 in an appropriate manner to use trajectory change information 302 to change aircraft trajectory to achieve desired spacing 324. information 312 can be configured to format trajectory change information 302 to display 370 to a human operator of the aircraft to manually change the trajectory of the aircraft at the trajectory change point 303 by the human operator. Alternatively, or in addition, information formatter 312 may format trajectory change information 302 for use by flight management system 372 or other appropriate system for automated aircraft control to realize a trajectory change point 303.
    [0055] The information sender 314 may be configured to send trajectory change information 302 to an appropriate location for use in changing the trajectory of the aircraft. For example, without limitation, information sender 314 may be configured to send trajectory change information 302 to a display device to display 370 or to flight management system 372 on the aircraft.
    [0056] The illustrations in Figures 1 to 3 should not imply physical or architectural limitations for the way in which different illustrative modalities can be implemented. Other components in addition to, in place of, or in addition to and in place of those illustrated may be used. Some components may be unnecessary in some illustrative modalities. Also, blocks are presented to illustrate some functional components. One or more of these blocks can be combined, split, or combined and split into different blocks when implemented in different illustrative modalities.
    [0057] Turning to Figure 4, an illustration of a flowchart of a process to change the trajectory of an aircraft is represented according to an illustrative modality. Process 400 can be an example of an implementation of a process to change the trajectory of aircraft 102 in Figure 1 or aircraft 201 in Figure 2 for range management. For example, without limitation, process 400 can be performed aboard aircraft 102 in Figure 1 or aircraft 201 in Figure 2.
    [0058] Process 400 may begin with receiving interval management information defining a desired spacing between the aircraft and a target aircraft (operation 402). For example, without limitation, range management information may be received onboard the aircraft from an air traffic control system or other appropriate source of range management information through an appropriate onboard communications system. aircraft. Interval management information can be received on board the aircraft in the form of digital data which is read by a course change calculator implemented in an onboard aircraft data processing system. Alternatively, or in addition, the interval management information may be received as voice information by an operator onboard the aircraft and then input to the onboard aircraft trajectory change calculator by the operator.
    [0059] Trajectory change information to achieve the desired spacing between the aircraft and the target aircraft can then be determined using a performance gain factor (operation 404). The path change information can identify a path change point for the aircraft. The performance gain factor identifies a desired relationship between achieving the desired spacing between the aircraft and the target aircraft due to the aircraft's trajectory change at the trajectory change point and because of the aircraft's speed change. For example, without limitation, operation 404 may be performed by a course change calculator implemented in an onboard aircraft data processing system.
    [0060] The trajectory change information can then be used to change the aircraft trajectory at the trajectory change point (operation 406), with the process ending next. For example, without limitation, trajectory change information may be displayed in an appropriate format for a pilot or other appropriate human operator of the aircraft. The pilot or other operator can then use the trajectory change information to change the aircraft's trajectory at the trajectory change point. Alternatively, the trajectory change information can be used to change the aircraft's trajectory automatically at the trajectory change point. For example, without limitation, trajectory change information may be presented to the aircraft operator in an appropriate form and then manually entered into a flight management system for the aircraft by the operator. Alternatively, trajectory change information can be provided directly to the flight management system for the aircraft in a form suitable for use by the flight management system.
    [0061] Turning to Figure 5, an illustration of a flowchart of a process for determining path change information is represented according to an illustrative embodiment. Process 500 can be performed to identify a trajectory change point to change the trajectory of an aircraft in flight to achieve a desired spacing between the aircraft and a target aircraft for interval management or other appropriate purpose. Process 500 can be performed, for example, by the change-path calculator 222 in Figure 2 or the change-path calculator 300 in Figure 3. Process 500 can be an example of an implementation of operation 404 in Figure 4.
    [0062] Process 500 can start with determining a search objective that uses a performance gain factor (operation 502). The performance gain factor used in the 502 operation can identify a desired portion of achieving a desired spacing between an aircraft and a target aircraft due to the aircraft's trajectory change at a trajectory change point and a desired portion of achieving the desired spacing between the aircraft and the target aircraft due to the change in aircraft speed. For example, without limitation, the search objective can be based on the desired spacing between the aircraft and the target aircraft multiplied by the performance gain factor.
    [0063] A candidate trajectory change point at a minimum distance from the aircraft's current location along the aircraft's current flight leg can then be selected (operation 504). The minimum distance along the current leg selected in operation 504 is the closest point to the aircraft's current location along the current leg of the flight at which trajectory change to achieve the desired spacing between the aircraft and the target aircraft can occur . Any appropriate value can be selected for the minimum distance used in the 504 operation. For example, without limitation, the minimum distance along the current flight leg can be selected to be approximately 5 nautical miles, or any other appropriate distance.
    [0064] The candidate trajectory change point at the minimum distance along the current leg of the flight is then evaluated (operation 506). The evaluation of operation 504 may include determining whether the aircraft's trajectory change at the candidate trajectory change point at the minimum distance along the current leg satisfies the search objective (operation 508). If the aircraft's trajectory change at the candidate trajectory change point at the minimum distance along the current leg satisfies the search objective determined in operation 502, then trajectory change information can be generated by identifying the candidate trajectory change point in the minimum distance along the leg as the trajectory change point (operation 510), with the process ending next.
    [0065] When it is determined in operation 508 that the aircraft trajectory change at the candidate trajectory change point at the minimum distance along the current leg does not satisfy the search objective, a candidate trajectory change point at a maximum distance to from the current location of the aircraft along the current flight leg of the aircraft then can be determined (operation 512). The maximum distance along the current leg determined in operation 512 is the farthest point from the aircraft's current location along the current flight leg at which the change of trajectory to achieve the desired spacing between the aircraft and the target aircraft can to occur. The maximum distance along the leg can be determined based on the aircraft's maximum trajectory change angle. An example of an implementation of a process to determine the maximum distance in the 512 operation is described below with reference to Figure 7.
    [0066] The candidate trajectory change point at the maximum distance along the current leg of the flight is then evaluated (operation 514). The evaluation of operation 514 may include determining whether the aircraft's trajectory change at the candidate trajectory change point at the maximum distance along the current leg satisfies the search objective (operation 516). If the aircraft's trajectory change at the candidate trajectory change point at the maximum distance along the current leg satisfies the search objective determined in operation 502, then trajectory change information can be generated in operation 510 identifying the candidate trajectory at the maximum distance along the leg as the trajectory change point, with the process ending next.
    [0067] When it is determined in operation 516 that the aircraft trajectory change at the candidate trajectory change point at the maximum distance along the current leg does not satisfy the search objective, it can be determined whether a process termination condition is satisfied (operation 517). In response to a determination that the process termination condition is not satisfied, one half of the point path between the last evaluated candidate path change point and one of the two previous candidate path change points that were determined to be more close to satisfying the search objective is selected (operation 518). Operation 518 implements a Euler method of selecting candidate trajectory change points to evaluate as trajectory change points for the aircraft. The candidate trajectory change point selected in operation 518 is then evaluated in operation 514 to determine whether the aircraft's trajectory change at the candidate trajectory change point satisfies the search objective in operation 516. candidate trajectory change point selected in operation 518 satisfies the search objective determined in operation 502, so trajectory change information can be generated in operation 510 to identify the candidate trajectory change point selected in operation 518 as the change point of trajectory, with the process that ends next. When it is determined in operation 516 that the aircraft trajectory change at the candidate trajectory change point selected in operation 518 does not satisfy the search objective, the process can proceed to operation 517 to determine if the process termination condition is satisfied. .
    [0068] In response to a determination in operation 517 that the process termination condition is satisfied, it can be indicated that no path change point that satisfies the search objective is identified (operation 520), with the process terminating Next. The process termination condition used in operation 517 can be selected to avoid a perpetual cycle condition in process 500 when a path change point that satisfies the search objective is not identified within a reasonable amount of time or a reasonable number. of iterations.
    [0069] Turning to Figure 6, an illustration of a flowchart of a process to determine a search objective using a performance gain factor is represented according to an illustrative modality. Process 600 can be performed, for example, by search objective determiner 306 in Figure 3. Process 600 can be an example of an implementation of operation 502 in Figure 5.
    [0070] Process 600 may begin with determining the estimated time of arrival of the target aircraft at the point per range (operation 602). For example, without limitation, operation 602 may be performed by a trajectory generator using the intended flight path for the target aircraft, target aircraft information that identifies the current operating state of the target aircraft, and the point by range.
    [0071] The desired spacing can then be added to the target aircraft's estimated arrival time at the point per range (operation 604). The desired spacing used in operation 604 is represented in time units. If the desired spacing is provided as a distance, it can be transformed to a time-based representation for use in operation 604. For example, without limitation, a desired spacing provided as a distance can be transformed to a time-based representation. based on the target aircraft's estimated ground speed through the point per range. The estimated ground speed of the target aircraft through the point per range can be provided by the trajectory generator based on the intended flight path for the target aircraft.
    [0072] The search objective can then be determined by multiplying the sum of the desired spacing and the estimated arrival time of the target aircraft at the point per range by the performance gain factor (operation 606), with the process that ends next. The search objective thus can be determined using the equation: SG = (ABP_ETAt + DS)*PGF (1) where SG is the search objective, ABP_ETAt is the estimated arrival time of the target aircraft at the point per range, DS is the desired spacing, and PGF is the performance gain factor.
    [0073] In this example, the performance gain factor can be selected as a value that essentially divides the amount of time to achieve the desired spacing between changing aircraft trajectory at the point of trajectory change and changing the aircraft speed. For example, without limitation, in this case a performance gain factor value of 1.0 will result in the determination of trajectory change information defining a trajectory change point that yields exactly the desired spacing without changing the aircraft speed. In this example, a performance gain factor value of 0.8 will result in the determination of path change information that defines a path change point that achieves 80 percent of the desired spacing, with approximately 20 percent of the desired spacing which remains being achieved by changing the aircraft's speed.
    [0074] Turning to Figure 7, an illustration of a flowchart of a process for determining a maximum distance along a leg to a trajectory change point is represented according to an illustrative embodiment. Process 700 can be determined, for example, by point selector 308 in Figure 3. Process 700 can be an example of an implementation of operation 512 in process 500 in Figure 5.
    [0075] Process 700 may begin with the computation of the ground track from an entry leg to the intercept point given the maximum trajectory change angle for the aircraft at the intercept point (operation 702). For example, without limitation, the maximum trajectory change angle at the intercept point can be approximately 120 degrees or another suitable angle. The angle of trajectory change at the point where the approach leg determined in operation 702 intersects the exit leg is then determined (operation 704). It can then be determined whether the trajectory change angle at the intersection between the approach leg and the exit leg determined in operation 704 is less than a maximum trajectory change angle for the aircraft (operation 706). For example, without limitation, the maximum trajectory change angle at the intersection between the exit leg and the approach leg can be approximately 120 degrees or another suitable angle.
    [0076] When it is determined in operation 706 that the angle between the exit leg and the approach leg determined in operation 702 is less than the maximum trajectory change angle, then the maximum distance along the exit leg to the Path change point can be defined as the point where the approach leg determined in operation 702 intersects the exit leg (operation 708), with the process ending next. Otherwise, the ground track of an entry leg that intersects the ground track of the exit leg at the maximum trajectory change angle between the exit leg and the approach leg can be determined (operation 710). The maximum distance along the exit leg to the turn point then can be defined in operation 708 as the point where the approach leg determined in operation 710 intersects the exit leg, with the process ending next.
    [0077] Turning to Figure 8, an illustration of a flowchart of a process to evaluate a candidate trajectory change point is represented according to an illustrative modality. Process 800 can be performed, for example, by the trajectory change point estimator 310 in Figure 3. Process 800 can be an example of an implementation of operations 508 and 516 in process 500 in Figure 5.
    [0078] Process 800 may begin with determining an estimated time of arrival at a point per range that assumes a trajectory change point for the aircraft at the candidate trajectory change point being evaluated (operation 802). For example, without limitation, the estimated time of arrival at the point per range can be determined using a trajectory generator to predict aircraft movement using aircraft state information and assuming a flight path with a trajectory change at the point of change. of candidate trajectory. Using the estimated time of arrival determined in operation 802, the predicted spacing between the aircraft and the target aircraft at the point per range can then be determined (operation 804). Then it can be determined whether the difference between the predicted spacing and the search objective is less than a selected threshold value (operation 806). Any appropriate value can be selected for the threshold value used in the 806 operation. For example, without limitation, the threshold value can be selected to be approximately 10 seconds, or any other appropriate value. If the difference between the achieved spacing and the search objective is not less than the selected threshold value, it can be indicated that the candidate path change point under evaluation does not satisfy the search objective (operation 808), with the process that ends next.
    [0079] Depending on the difference in the assumed velocity profiles between the aircraft's trajectory change and the target aircraft in the portion of the flight path between the intercept point and the range point, it may be possible to identify a trajectory change point for the aircraft that will achieve the desired spacing at the range point, but not at the intercept point. Also, depending on the value of the performance gain factor and whether or not there is a speed restriction for the aircraft at the intercept point, the speed of the aircraft's trajectory change at the intercept point may be different from the speed of the target aircraft at the point of interception. intercept point. In such cases, it may be preferable to evaluate the estimated spacing at the intercept point that results from a change of trajectory at the point under evaluation, and reject the point as the point of trajectory change for the aircraft if the estimated spacing between the aircraft at the point Intercept may be significantly different from the desired spacing.
    [0080] Therefore, when it is determined in operation 806 that the difference between the achieved spacing and the search objective is less than the selected value, it can be determined whether the target aircraft route includes the intercept point (operation 810). If the target aircraft's route does not include the intercept point, then it can be indicated that the candidate path change point under evaluation satisfies the search objective (operation 812), with the process ending next.
    [0081] When it is determined in operation 810 that the route of the target aircraft includes the intercept point, an estimated time of arrival of the target aircraft at the intercept point can be determined (operation 814). The estimated time of arrival of the aircraft's trajectory change at the intercept point is determined by assuming a trajectory change point for the aircraft at the candidate trajectory change point being evaluated (operation 816). Using the estimated arrival times determined in operations 814 and 816, the predicted spacing between the aircraft's trajectory change and the target aircraft at the intercept point can then be determined (operation 818).
    [0082] Then it can be determined whether the difference between the predicted spacing at the intercept point and the desired spacing is less than a selected threshold value (operation 820). Any appropriate value can be selected for the limit value used in operation 820. The limit value used in operation 820 preferably can be the same as the limit value used in operation 806. Alternatively, the limit value used in operation 820 may be different from the value limit used in 806 operation. For example, without limitation, the limit value used in 820 operation can be selected to be approximately 10 seconds, or any other appropriate value. If the difference between the spacing reached at the intercept point and the desired spacing is not less than the selected threshold value, it can be indicated in operation 808 that the candidate trajectory change point under evaluation does not satisfy the search objective, with the process that ends next. Otherwise it can be indicated in operation 812 that the candidate path change point under evaluation satisfies the search objective, with the process that ends next.
    [0083] Turning to Figure 9, an illustration of a block diagram of a data processing system is represented according to an illustrative embodiment. Data processing system 900 may be an example of an implementation of aircraft data processing system 240 in Figure 1. Data processing system 900 may be an example of an implementation of a data processing system where trajectory change calculator 222 in Figure 2 or trajectory change calculator 300 in Figure 3 is implemented.
    [0084] In the illustrative example, the data processing system 900 includes communications fabric 902. The communications fabric 902 provides communications between the processor unit 904, the memory 906, the persistent store 908, the communications unit 910, the input/output (I/O) unit 912, and display 914.
    [0085] Processor unit 904 serves to execute instructions for software that can be loaded into memory 906. Processor unit 904 can be a number of processors, a multiprocessor core, or some other type of processor, depending on the implementation private. A number, as used here with reference to an item, means one or more items. Additionally, processor unit 904 can be implemented using a number of heterogeneous processor systems where a main processor is present with secondary processors on a single chip. As another illustrative example, processor unit 904 may be a symmetric multiprocessor system containing multiple processors of the same type.
    [0086] Memory 906 and persistent storage 908 are examples of storage devices 916. A storage device is any piece of hardware that is capable of storing information, such as, for example, without limitation, data, program code in the functional form, and/or other suitable information either on a temporary basis and/or on a permanent basis. Storage devices 916 may also be referred to as computer readable storage devices in these examples. Memory 906 in these examples can be, for example, random access memory or any other volatile or non-volatile storage device. Persistent storage 908 can take various forms, depending on the particular implementation.
    [0087] For example, persistent storage 908 may contain one or more components or devices. For example, persistent storage 908 can be a hard disk, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage 908 may also be removable. For example, a removable hard drive can be used for persistent 908 storage.
    [0088] The communications unit 910, in these examples, provides communications with other data processing systems or devices. In these examples, the communications unit 910 is a network interface card. The communications unit 910 can provide communications through the use of both physical and wireless communications links.
    [0089] The input/output unit 912 allows the input and output of data with other devices that may be connected with the data processing system 900. For example, the input/output unit 912 can provide a connection with the user input via a keyboard, mouse, and/or some other suitable input device. Additionally, input/output unit 912 can send output to a printer. Display 914 provides a mechanism for displaying information to a user.
    [0090] Instructions for the operating system, applications, and/or programs may be located in storage devices 916, which are in communication with processor unit 904 through communications fabric 902. In these illustrative examples, instructions are at a functional form in persistent storage 908. These instructions can be loaded into memory 906 for execution by processor unit 904. Processes of different modalities can be performed by processor unit 904 using computer-implemented instructions, which can be located in a memory, such as memory 906.
    These instructions are referred to as program instructions, program code, computer useful program code, or computer readable program code that can be read and executed by a processor in processor unit 904. different modalities can be incorporated into different computer-readable or physical storage media, such as memory 906 or persistent storage 908.
    [0092] Program code 918 is located in a functional form on computer readable medium 920 which is selectively removable and can be loaded into or transferred to data processing system 900 for execution by processor unit 904. program 918 and computer readable media 920 form the computer program product 922 in these examples. In one example, computer readable media 920 may be computer readable storage media 924 or computer readable signal media 926.
    [0093] Computer readable storage media 924 may include, for example, an optical or magnetic disk that is inserted or positioned in a drive or other device that is part of persistent storage 908 for transfer to a storage device, such as a hard disk, which is part of persistent storage 908. Computer-readable storage media 924 also takes the form of persistent storage, such as a hard disk, a flash drive, or a flash memory, that is connected with the system data processing system 900. In some cases, computer readable storage media 924 may not be removable from data processing system 900.
    [0094] In these examples, computer readable storage media 924 is a physical or tangible storage device used to store program code 918 rather than a medium that propagates or transmits program code 918. Computer readable storage media 924 is also referred to as a computer-readable tangible storage device or a computer-readable physical storage device. In other words, computer readable storage media 924 is a media that can be touched by a person.
    [0095] Alternatively, program code 918 may be transferred to data processing system 900 using computer readable signal means 926. Computer readable signal means 926 may be, for example, a program code which contains propagated data signal 918. For example, computer readable signal means 926 may be an electromagnetic signal, an optical signal, and/or any other suitable type of signal. These signals can be transmitted over communications links, such as wireless communications links, fiber optic cable, coaxial cable, a wire, and/or any other suitable type of communications link. In other words, the communications link and/or the connection can be physical or wireless in the illustrative examples.
    [0096] In some illustrative embodiments, program code 918 may be downloaded over a network to persistent storage 908 from another data processing device or system via computer readable signal means 926 for use within the system. data processing system 900. For example, program code stored on a computer-readable storage medium in a server data processing system can be downloaded over a network from the server to data processing system 900. The data processing system providing program code 918 may be a server computer, a client computer, or some other device capable of storing and transmitting program code 918.
    [0097] The different components illustrated for data processing system 900 should not provide architectural limitations to the way in which different modalities can be implemented. The different illustrative embodiments can be implemented in a data processing system including components in addition to or in place of those illustrated for data processing system 900. Other components shown in Figure 9 can be varied from the illustrative examples shown. The different modalities can be implemented using any system or hardware device capable of running the program code. As an example, the data processing system can include organic components integrated with inorganic components and/or can be comprised entirely of organic components that include a human being. For example, a storage device can be comprised of an organic semiconductor.
    [0098] In another illustrative example, the processor unit 904 may take the form of a hardware unit that has circuitry that is manufactured or configured for a particular use. This type of hardware can perform operations without requiring program code to be loaded into memory from a storage device to be configured to perform the operations.
    [0099] For example, when the processor unit 904 takes the form of a hardware unit, the processor unit 904 may be a system circuit, an application-specific integrated circuit (ASIC), a programmable logic device, or some another suitable type of hardware configured to perform a number of operations. With a programmable logic device, the device is configured to perform the number of operations. The device can be reconfigured at a later time or it can be permanently configured to perform the number of operations. Examples of programmable logic devices include, for example, a programmable logic array, a programmable logic array, a field programmable logic array, a field programmable gate array, and other suitable hardware devices. With this type of implementation, program code 918 can be omitted, as the processes for the different modalities are implemented in one hardware unit.
    [00100] In a further illustrative example, the processor unit 904 can be implemented using a combination of processors found in computers and hardware units. Processor unit 904 can have a number of hardware units and a number of processors that are configured to run program code 918. With this example depicted, some of the processes can be implemented in the number of hardware units, while other processes can be implemented in the number of processors.
    [00101] In another example, a system bus may be used to implement the communications fabric 902 and may be comprised of one or more buses, such as a system bus or an input/output bus. It is clear that the bus system can be implemented using any suitable type of architecture that provides for a data transfer between different components or devices attached with the bus system.
    [00102] Additionally, the communications unit 910 may include a number of devices that transmit data, receive data, or transmit and receive data. Communications unit 910 can be, for example, a modem or a network adapter, two network adapters, or some combination thereof. Additionally, a memory may be, for example, memory 906, or a cache, such as found in a memory controller interface and cube that may be present in communications fabric 902.
    [00103] The flowcharts and block diagrams in the different modalities represented illustrate the architecture, functionality, and operation of some possible implementations of devices and methods in the illustrative modalities. In this sense, each block in flowcharts or block diagrams can represent a module, segment, function, and/or a portion of an operation or step. For example, one or more of the blocks can be implemented as program code, in hardware, or a combination of program code and hardware. When implemented in hardware, the hardware can, for example, take the form of integrated circuits that are manufactured or configured to perform one or more operations on flowcharts or block diagrams.
    [00104] In some alternative implementations of an illustrative modality, the function or functions noted in the blocks may occur outside the order shown in the figures. For example, in some cases, two blocks shown in succession may be performed substantially concurrently, or the blocks may sometimes be performed in reverse order, depending on the functionality involved. Also, other blocks can be added in addition to the blocks illustrated in a flowchart or block diagram.
    [00105] The description of the different illustrative modalities has been presented for the purposes of illustration and description and is not intended to be exhaustive or to limit the modalities as described. Many modifications and variations will be apparent to those skilled in the art. Additionally, different illustrative modalities may provide different benefits compared to other illustrative modalities. The selected modality or modalities are chosen and described in order to better explain the principles of the modalities, practical application, and to allow others skilled in the art to understand the description for various modalities with various modifications as are suitable for the particular use contemplated.
    权利要求:
    Claims (15)
    [0001]
    1. Method for changing the trajectory of an aircraft (201) for interval management, characterized in that it comprises: receiving interval management information (316) identifying a desired spacing (324) between the aircraft (201) and an aircraft target (202); determining trajectory change information (302) using a performance gain factor (352), where the trajectory change information (302) identifies a trajectory change point (303) for the aircraft (201) and the factor of performance gain (352) identifies a desired portion of achieving desired spacing due to aircraft trajectory change at the point of trajectory change (353) and a desired portion of achieving desired spacing due to aircraft speed change (354 ); determining a search objective (350) using the performance gain factor (352); selecting a candidate trajectory change point (362) along a flight leg (110) of the aircraft (201); evaluate the candidate trajectory change point (362) to determine whether the candidate trajectory change point (362) satisfies the search objective (350); identifying the candidate trajectory change point (362) as the trajectory change point (303) in response to a determination that the candidate trajectory change point (362) satisfies the search objective (350); and using the trajectory change information (302) to change the aircraft's trajectory (201) at the trajectory change point (303).
    [0002]
    2. Method according to claim 1, characterized in that the performance gain factor (352) identifies a desired portion of a time to achieve the desired spacing (324) between the aircraft (201) and the target aircraft ( 202) due to aircraft trajectory change (201) at the trajectory change point (303) and a desired portion of the time to reach the desired spacing (324) due to aircraft speed change (201).
    [0003]
    3. Method according to claim 1, characterized in that determining the search objective (350) comprises: determining an estimated arrival time of the target aircraft (202) at one point per range (326); and multiplying a sum of the desired spacing (324) and the target aircraft's estimated arrival time (202) at the point per range (326) by the performance gain factor (352).
    [0004]
    4. Method according to claim 1, characterized in that selecting the candidate trajectory change point (362) along the flight leg (110) of the aircraft (201) comprises: selecting a first trajectory change point candidate (362) at a minimum distance from a current position of the aircraft (201) along the flight leg (110) of the aircraft (201); determine a second candidate trajectory change point (362) at a maximum distance from the current position of the aircraft (201) along the flight leg (110) of the aircraft (201) using a maximum trajectory change angle (386 ) for the aircraft (201); and selecting the candidate trajectory change point (362) along the flight leg (110) of the aircraft (201) between the first candidate trajectory change point (362) and the second candidate trajectory change point (362) .
    [0005]
    5. Method according to claim 1, characterized in that selecting the candidate trajectory change point (362) along the flight leg (110) of the aircraft (201) comprises using an Euler method (364) to select the candidate path change point (362).
    [0006]
    6. Method according to claim 1, characterized in that evaluating the candidate trajectory change point (362) comprises: determining a first predicted spacing between the aircraft (201) and the target aircraft (202) at one point per range (326) assuming the aircraft (201) changes trajectory at the candidate trajectory change point (362); and determining that the candidate path change point (362) satisfies the search objective (350) in response to a determination that a difference between the predicted first spacing and the search objective (350) is less than a first value. limit.
    [0007]
    7. Method according to claim 6, characterized in that evaluating the candidate trajectory change point (362) further comprises: determining a second predicted spacing between the aircraft (201) and the target aircraft (202) at a point intercept (323) assuming the aircraft (201) changes trajectory at the candidate trajectory change point (362); and determining that the candidate path change point (362) satisfies the search objective (350) in response to a determination that a difference between the predicted second spacing and the desired spacing (324) is less than a second threshold value. .
    [0008]
    8. Method according to claim 1, characterized in that using the trajectory change information (302) to change the trajectory of the aircraft (201) at the trajectory change point (303) comprises at least one of: display the trajectory change information (302) to an operator (203) of the aircraft (201) to manually change the trajectory of the aircraft (201) by the operator (203) using the trajectory change information (302); manually entering trajectory change information (302) into a flight management system (372) for the aircraft (201); or automatically provide the trajectory change information (302) to the flight management system (372) in a format for use by the flight management system (372) to change the trajectory of the aircraft (201) by the management system of flight (372).
    [0009]
    9. Apparatus for changing the trajectory of an aircraft (201) for interval management, characterized in that it comprises: a processor configured to implement: an information receiver (304) configured to receive interval management information (316) identifying a desired spacing (324) between an aircraft (201) and a target aircraft (202); a trajectory change calculator (300) configured to determine trajectory change information (302) using a performance gain factor (352), wherein the trajectory change information (302) identifies a trajectory change point ( 303) for the aircraft (201) and the performance gain factor (352) identifies a desired portion of achieving the desired spacing due to the aircraft's trajectory change at the trajectory change point (353) and a desired portion of achieving the desired spacing due to aircraft speed change (354); a search objective determiner (306) configured to determine a search objective (350) using the performance gain factor (352); a point selector (308) configured to select a candidate trajectory change point (362) along a flight leg (110) of the aircraft (201); and a trajectory change point estimator (310) configured to evaluate the candidate trajectory change point (362) to determine whether the candidate trajectory change point (362) satisfies the search objective (350) and to identify the candidate trajectory change point (362) as the trajectory change point (303) in response to a determination that the candidate trajectory change point (362) satisfies the search objective (350); and an information formatter (312) configured to format the path change information (302) to use the path change information (302) to change the trajectory of the aircraft (201) at the path change point (303).
    [0010]
    10. Apparatus according to claim 9, characterized in that the performance gain factor (352) identifies a desired portion of a time to achieve the desired spacing (324) between the aircraft (201) and the target aircraft ( 202) due to aircraft trajectory change (201) at the trajectory change point (303) and a desired portion of the time to reach the desired spacing (324) due to aircraft speed change (201).
    [0011]
    11. Apparatus according to claim 9, characterized in that the search objective determiner (306) is configured to: determine an estimated arrival time of the target aircraft (202) at one point per range (326); and multiplying a sum of the desired spacing (324) and the target aircraft's estimated time of arrival (202) at the point per range (326) by the performance gain factor (352) to determine the search objective (350).
    [0012]
    12. Apparatus according to claim 9, characterized in that the point selector (308) is configured to: select a first candidate trajectory change point (362) at a minimum distance from a current position of the aircraft (201) along the flight leg (110) of the aircraft (201); determine a second candidate trajectory change point (362) at a maximum distance from the current position of the aircraft (201) along the flight leg (110) of the aircraft (201) using a maximum trajectory change angle (386 ) for the aircraft (201); and selecting the candidate trajectory change point (362) along the flight leg (110) of the aircraft (201) between the first candidate trajectory change point (362) and the second candidate trajectory change point (362) .
    [0013]
    13. Apparatus according to claim 9, characterized in that the point selector (308) is configured to use an Euler method (364) to select the candidate trajectory change point (362) along the leg of the flight (110) of the aircraft (201) additionally wherein the trajectory change point estimator (310) is configured to: determine a first predicted spacing between the aircraft (201) and the target aircraft (202) at one point per range (326) assuming the aircraft (201) changes trajectory at the candidate trajectory change point (362); and determining that the candidate path change point (362) satisfies the search objective (350) in response to a determination that a difference between the predicted first spacing and the search objective (350) is less than a first value. limit.
    [0014]
    14. Apparatus according to claim 13, characterized in that the trajectory change point estimator (310) is further configured to: determine a second predicted spacing between the aircraft (201) and the target aircraft (202) at an intercept point (323) assuming the aircraft (201) changes trajectory at the candidate trajectory change point (362); and determining that the candidate path change point (362) satisfies the search objective (350) in response to a determination that a difference between the predicted second spacing and the desired spacing (324) is less than a second threshold value. .
    [0015]
    15. Apparatus according to claim 9, characterized in that the information formatter is further configured to format the path change information to at least one of: display the path change information for an aircraft operator to change the aircraft trajectory manually at the point of trajectory change by the operator; and using the trajectory change information by a flight management system in the aircraft to change trajectory at the point of trajectory change by the flight management system.
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    US9536434B2|2017-01-03|
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    SG10201509560XA|2016-07-28|
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    法律状态:
    2016-06-14| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-11-21| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-04-28| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-06-01| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 19/11/2015, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
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    US14/568,581|US9536434B2|2014-12-12|2014-12-12|Aircraft turns for interval management|
    US14/568,581|2014-12-12|
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