• 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:
    systems and methods for providing aircraft performance calculations. a flight control system that is capable of monitoring changes in airplane characteristics, such as fuel flow and drag. when a predetermined event is triggered, the flight control system (fms) creates or updates a set of "pivot" tables in a database that enable fms performance algorithms to utilize the latest fuel flow and drag data. Using the propulsion and aerodynamic performance data updated in the PivotTables, the flight control system is able to calculate more accurate trip prediction parameters and flight profile, such as estimated time of arrival and amount of fuel consumption predicted.
    公开号:BR102016026255B1
    申请号:R102016026255-0
    申请日:2016-11-09
    公开日:2022-01-18
    发明作者:Geun Ii Kim；Roy S. Alcantara；Christie M. Maldonado；Steven J. Moskalik
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    FUNDAMENTALS
    [0001] The technology disclosed here generally refers to flight control systems for airplanes and more particularly refers to techniques for calculating predicted flight profile and associated trip prediction parameters in a flight control system.
    [0002] A flight control system (FMS) installed on the floor of a modern airplane performs several critical flight functions, such as navigation, guidance, flight planning, data linking and performance. For the performance function, the flight control system has several internal algorithms that utilize aerodynamic and propulsion performance data (hereinafter “reference line performance data”) stored in a reference line performance database. to calculate the predicted flight profile and associated travel prediction parameters, such as the estimated time of arrival and the amount of predicted fuel consumption. However, the characteristics of the airplane can vary over time due to small but incremental changes in the aerodynamic and propulsion performance of the airplane. As a result, the FMS performance algorithms and baseline performance data can deviate from the performance of the actual aircraft over time as the aircraft continues to operate in service. This results in the flight control system calculating inaccurate travel prediction.
    [0003] Due to the variability of some aircraft characteristics, some airlines may adopt one or more of the following steps: (1) transfer and analyze recorded real-time flight data, such as fuel flow, speed, altitude, etc. after each flight; (2) attempt to understand the actual performance and behavior of the individual airplane to gain efficiency, detect anomalies, and reduce operating costs; and (3) calculate fuel flow or drag corrections based on analysis of historical flight data and apply these corrections to the baseline FMS performance data by entering it into the flight control system manually as a maintenance task. A more efficient way would be to load a set of correction data tables into the flight control system via data binding and/or as supplemental databases. In the latter case, a new database may need to be created and transferred to the flight control system as often as needed (on a weekly or monthly basis). This would require significant time and effort to update and recertify the new database and/or flight control system.
    [0004] Even if changes in airplane characteristics, such as fuel flow and drag, were loaded into the flight control system, many FMS performance algorithms would continue to use data tables in the baseline performance data, whose values have already been pre-processed using the reference line airplane performance data and are not affected by corrections loaded into the flight control system for one or more of the following reasons: (1) due to the significant time and effort required to update and recertify the reference line performance data tables, these tables cannot be modified within the flight control system and the airplane continues its operation with the initial certified data that was installed when the airplane was first delivered turn; (2) even when up-to-date data on airplane characteristics, such as fuel flow and drag, are available, the flight control system cannot constantly access them to calculate performance parameters due to the limited computing power of the FMS and/or strict FMS regulatory requirements and (3) the inputs and outputs of the reference line performance data tables may not be compatible with the updated data of aircraft characteristics such as fuel flow and drag.
    [0005] It would be advantageous to provide a flight control system that is configured to efficiently provide real-time aircraft performance calculations for use in calculating the predicted flight profile and associated trip prediction parameters. SUMMARY
    [0006] The subject matter revealed in detail below is directed towards a flight control system that is capable of monitoring changes in the airplane's characteristics, such as fuel flow and drag. When a predetermined event is triggered, the flight control system creates or updates a set of “pivot” tables in a database that allow the FMS performance algorithms to utilize the latest fuel flow and drag data. Using the up-to-date aerodynamic and propulsion performance data in the pivot tables, the flight control system is able to calculate the flight profile and more accurate travel forecast parameters, such as estimated arrival time and fuel consumption amount. predicted fuel.
    [0007] The systems and methods revealed in detail below create and update airplane performance data dynamically based on defined triggers, efficient algorithms and data storage to better utilize the computing resources in the flight control system.
    [0008] Under some embodiments, when fuel flow or drag corrections are transferred and applied to reference line aircraft performance data (or a supplemental database), applicable FMS performance triggers and algorithms calculate or update a set of pivot tables in the flight control system based on drag and fuel flow correction data. Incorporating this capability has the benefit that the FMS performance algorithms would then reflect the aircraft's updated (ie current) characteristics. Also, this capability makes manually updating and recertifying the performance data tables in the baseline performance database unnecessary.
    [0009] When a set of pivot tables of data is created or updated, their values are stored in a table format (having two or more dimensions) so that the values can be looked up and used in an efficient manner by the control system of flight for performance calculations such as trip prediction. Storing pivot tables of data benefits the flight control system by preventing the constant use of corrected fuel flow or drag data to calculate updated values for the FMS performance algorithms. The corrected aircraft performance values can simply be looked up in the pivot tables, thus freeing up the FMS's computing resources. This is also efficient from a computational point of view.
    [0010] The input/output definition of the pivot table can be set in different ways within the flight control system. For example, it can be contained within other loadable databases, or as part of other existing tables of the reference row performance database. Data pivot tables with updated data for performance functions can be dropped outside the flight control system to other systems via physical or wireless connections and can be made available for further analysis.
    [0011] Under some embodiments, the flight control system can be configured (i.e. programmed) to populate the pivot table of data with new values in response to a predetermined event/trigger point, such as certain crew actions or a determination that the deviation of a corrected airplane characteristic value from a current airplane characteristic value is equal to or greater than a specified threshold percentage. In accordance with other modalities, the dynamic data tables can be filled in at regular intervals of time, or before each flight.
    [0012] In addition, when FMS performance algorithms use pivot tables of data instead of tables in the baseline performance database, this could be indicated to the pilot by various visual cues on the CDU pages or on the flight floor displays.
    [0013] One aspect of the subject matter revealed in detail below is a method for displaying a predicted value of a travel parameter on board an aircraft, which comprises: (a) storing a table of line-of-line aircraft performance data reference on a first non-transient tangible computer readable medium, the reference line airplane performance data table comprising a first lookup table having inputs that are flight parameter values and having outputs that are predicted values of a flight parameter voyage, whose voyage parameter values are functions of reference line values of an aircraft feature and the values of the flight parameters; (b) obtain airplane characteristic correction data representing corrections to be applied to the airplane characteristic reference line values of the airplane; (c) calculate corrected values of the airplane characteristic by applying the corrections to the airplane characteristic reference line values of the airplane; (d) generate a dynamic table of airplane performance data comprising a second lookup table having inputs that are flight parameter values and having outputs that are updated predicted trip parameter values, whose trip parameter values are functions of the corrected values of the airplane's character and the values of the flight parameters; (e) store the PivotTable of airplane performance data on a second, non-transient, tangible computer-readable medium; (f) retrieve an updated predicted value of the voyage parameter from the airplane performance data pivot table during a current flight of the airplane and (g) display alphanumeric symbology representing the updated predicted value retrieved to a display unit on the flight floor during the plane's current flight.
    [0014] The foregoing method may further comprise: measuring a physical modality of the aircraft feature on board the aircraft to produce a real-time measured value of the aircraft feature; determining a magnitude of a deviation of the real-time measured value of the airplane characteristic from a corresponding corrected values of the airplane characteristic; compare the magnitude of the deviation against a specified threshold and repopulate the pivot table of airplane performance data based on the magnitude of the deviation in response to the magnitude of the deviation exceeding the specified threshold. According to one embodiment, the characteristic of the aircraft is a flow of fuel.
    [0015] Another aspect of the subject matter revealed in detail below is a method for displaying a predicted value of a parameter of travel on board an aircraft, which comprises: (a) storing values of an aircraft characteristic on a computer readable medium tangible non-transient; (b) storing a pivot table of airplane performance data on non-transient, tangible computer-readable medium, the pivot table of airplane performance data comprising a lookup table having inputs that are flight parameter values and having outputs that are updated predicted trip parameter values, whose trip parameter values are functions of the airplane characteristic values and the flight parameter values; (c) measuring a physical modality of the aircraft feature on board the aircraft to produce a real-time measured value of the aircraft feature; (d) determining a magnitude of a deviation of the real-time measured value of the airplane characteristic from a corresponding one of the airplane characteristic values; (e) comparing the magnitude of the deviation to a specified threshold; (f) repopulate the PivotTable of airplane performance data based on the magnitude of the deviation in response to the magnitude of the deviation exceeding the specified threshold; (g) retrieve an updated predicted value of the voyage parameter from the repopulated airplane performance data pivot table during a current flight of the airplane and (h) display alphanumeric symbology representing the updated predicted value retrieved in a display unit on the flight floor during the plane's current flight. According to one embodiment, the characteristic of the aircraft is the flow of fuel.
    [0016] A further aspect is a system for displaying a predicted value of a travel parameter on board an aircraft, which comprises a display unit and a computer system configured to perform the following operations: (a) storing a data table reference line airplane performance data on a first non-transient tangible computer-readable medium, the reference line airplane performance data table comprising a first lookup table having inputs that are flight parameter values and having outputs that are predicted values of a trip parameter, whose trip parameter values are functions of the reference line values of an airplane characteristic and the values of the flight parameters; (b) obtain airplane characteristic correction data representing corrections to be applied to the airplane characteristic reference line values of the airplane; (c) calculate corrected values of the airplane characteristic by applying the corrections to the airplane characteristic reference line values of the airplane; (d) generate a dynamic table of airplane performance data comprising a second lookup table having inputs that are flight parameter values and having outputs that are updated predicted trip parameter values, whose trip parameter values are functions of the values corrected aircraft characteristic and flight parameter values; (e) store the PivotTable of airplane performance data on a second, non-transient, tangible computer-readable medium; (f) retrieve an updated predicted value of the voyage parameter from the airplane performance data pivot table during a current flight of the airplane and (g) display alphanumeric symbology representing the updated predicted value retrieved to a display unit on the flight floor during the plane's current flight. The computer system may be further configured to perform the following operations: determine a magnitude of a deviation of a real-time measured value of the aircraft characteristic from a corresponding corrected values of the aircraft characteristic; compare the magnitude of the deviation against a specified threshold and repopulate the pivot table of airplane performance data based on the magnitude of the deviation in response to the magnitude of the deviation exceeding the specified threshold.
    [0017] Other aspects of the systems and methods for calculating the predicted flight profile and associated travel prediction parameters are disclosed below. BRIEF DESCRIPTION OF THE DRAWINGS
    [0018] The traits, functions and advantages discussed in the previous section can be achieved independently in several modalities or can be combined in still other modalities. Various embodiments will be described below with reference to the drawings for the purpose of illustrating the above-described aspects and others.
    [0019] Figure 1 is a block diagram showing a general architecture of a typical flight control system.
    [0020] Figure 2 is a block diagram identifying some components of the flight control system represented in figure 1.
    [0021] Figure 3 is a block diagram identifying the components of a subsystem to calculate the fuel flow, whose process is part of the performance control function represented in figure 1.
    [0022] Figure 4 is a block diagram identifying some components of a flight control system according to a modality, in which dynamic tables of performance data are stored in the flight control computer.
    [0023] Figure 5 is a block diagram identifying some components of a flight control system, in which dynamic tables of performance data are stored on a storage device separate from the flight control computer.
    [0024] Figure 6 is a diagram depicting a printout of an example of a drag correction data table that can be loaded as digital data onto a non-transient tangible computer-readable storage medium via a data link or using a on-board network (ONS).
    [0025] Figure 7 is a diagram depicting a printout of an example of a table of data that can be stored as digital data on a non-transient, tangible computer-readable storage medium and used by an FMS performance algorithm (e.g., long-distance travel) in a typical flight control system.
    [0026] Figure 8 is a graph illustrating the effect that the selected Mach number of long-distance travel has on an airplane's fuel mileage. The Mach number of the long-distance trip is on the horizontal axis; fuel mileage (measured in terms of nautical miles flown on voyage per pound of fuel consumed) is on the vertical axis.
    [0027] Figure 9 is a diagram depicting a printout of an example of a dynamically generated table of data that can be stored as digital data on a non-transient, tangible computer-readable storage medium and used by an FMS performance algorithm (eg. example, long-distance travel) in an improved flight control system.
    [0028] Figure 10 is a diagram depicting a printout of an example of a dynamically generated table of data that can be stored as digital data in XML format on a non-transient, tangible computer-readable storage medium and used by a system performance algorithm. FMS (eg, long-distance travel) in an improved flight control system.
    [0029] Figures 11A and 11B are diagrams representing successive screen images of a CDU. Figure 11A shows a screen shot of a CDU page that is displayed when the flight control system is using a reference line airplane performance data table, such as an air/engine database. Figure 11B shows a screenshot of a modified CDU page that is displayed when the flight control system is using a pivot table of airplane performance data.
    [0030] Figure 12 is a flowchart listing steps of a method for displaying a predicted value of a travel parameter on board an aircraft according to an embodiment.
    [0031] Reference will be made below to drawings in which similar elements in different drawings carry the same reference numerals. DETAILED DESCRIPTION
    [0032] Illustrative modalities of an improved flight avionics control system are described in some detail below. However, not all features of an actual achievement are described in this descriptive report. A person skilled in the art will appreciate that in developing any such actual modality, numerous realization-specific decisions need to be made to achieve the developer's specific goals, such as compliance with business-related and system-related constraints, which will vary. from one realization to another. Furthermore, it will be appreciated that such a development effort could be complex and lengthy, but would nevertheless be a routine task for those skilled in the art having the benefit of this disclosure.
    [0033] Figure 1 is a block diagram showing an overall architecture of a typical flight control system 10 of a type comprising one or more flight control computers 12 and one or more control display units (CDUs) 14. Only one control display unit 14 is shown in Figure 1. The CDUs are the primary interface between the flight control computer 12 and the pilots.
    [0034] FMC software may reside on respective core processors in respective aircraft information control system (AIMS) cabinets. The FMC software may comprise the following: a flight control function, a navigation function 18, a thrust control function 20 and a reference line performance database 30 (e.g. an airborne database /engine containing aerodynamic and propulsion data). The flight control function provides guidance 22, flight planning 24, data link 26, a performance control function 28, CDU interfaces, an interface to the base 30 performance database, and other functionality. The navigation function provides sensor selection (inertial, radio, satellite), position solution determination and other functionality. The navigation function calculates the airplane's position, speed, track angle and other airplane parameters, collectively called airplane states, to support FMCS functions such as flight planning, guidance and display, as well as external AIMS functions.
    [0035] The flight control system 10 integrates information from an inertial reference system and air data, navigation sensors, engine and fuel sensors, and other systems in the aircraft (not shown in Figure 1), along with databases. internals and data entered by the crew to perform the multiple functions. The flight control computer may contain a navigation database (not shown in figure 1) and the reference line performance database 30.
    [0036] For the performance control function 28, the flight control system 10 has several internal algorithms that use propulsion and aerodynamic performance data stored in the reference line performance database 30 to calculate the predicted flight profile and the associated trip prediction parameters, such as estimated time of arrival and amount of predicted fuel consumption. The performance control function 28 uses aerodynamic and propulsion models and optimization algorithms to generate a vertical profile of the complete flight regime consistent with the selected performance mode and within flight plan constraints imposed by air traffic control. Inputs to the performance control function 28 include fuel flow, total fuel, flap position, engine data and limits, altitude, airspeed, Mach number, air temperature, vertical speed, progress along the flight plan and pilot inputs through the CDU. The outputs are Mach number target values, calibrated airspeed and thrust for optimal airplane control, and crew advisory data.
    [0037] Various performance modes for each flight phase, such as economy rise, economy travel and long-distance travel, can be selected by the pilot via the CDU. Multiple performance modes can be specified for the flight phase of the trip. The default mode is a speed limited economy profile. Economy profiles are calculated to optimize fuel or time costs as controlled by a cost index factor.
    [0038] The aerodynamic and propulsion models are used to generate an optimal vertical profile for the selected performance modes. If the auto throttle or autopilot is not engaged for automatic control of the performance control function 28, the pilot can manually fly according to the optimal airspeed schedule by reference to the CDU and the airspeed error in the speed tape.
    [0039] According to the embodiment represented in figure 1, the reference line performance database 30 is loaded by a database loader 16 using an on-board network system (ONS). The reference line performance database 30 contains pre-stored data for the aerodynamic model of the airplane as well as the engine performance model and the engines thrust rating model. The baseline performance database 30 is used by the performance control function 28 to calculate real-time parameters, such as speed limits and speed targets, and to perform prognostic calculations, such as flight plan predictions. . The reference line performance database 30 is also used by the thrust control function 20 to calculate thrust limits.
    [0040] The performance control function 28 represented in Figure 1 can be configured to run a performance algorithm that dynamically creates and updates airplane performance data based on defined triggers, thus enabling better utilization of computing resources in the aircraft system. flight control. As shown in Figure 2, baseline performance data can be loaded into a baseline performance database 30 via data loader 16. Performance algorithm 34 then retrieves relevant performance data from the baseline. reference from the baseline performance database 30 and uses them to calculate a predicted trip parameter. The result of this calculation is displayed on the control display unit 14 for viewing by the flight crew.
    [0041] Figure 3 is a block diagram identifying the components of a subsystem to calculate the fuel flow, whose process is part of the performance control function 28 represented in figure 1. In the current FMC design, the fuel flow data fuel flow are calculated using both the baseline fuel flow data 42 stored in the baseline performance database 30 and an updated/entered airline fuel flow correction 44. The estimated value of the current fuel flow is calculated using the fuel flow correction. The fuel flow correction can simply be a percentage number. For example, if it is 1%, then the reference line fuel flow data is changed by 1%.
    [0042] Typically, an aircraft is also equipped with a capability to measure the actual fuel flow in real time. The method comprises the step of obtaining a predicted fuel flow rate for each aircraft engine based on a set of predetermined reference operating parameters for each engine. Preferably, the engine's default reference operating parameters include engine thrust, air speed, altitude, outside air temperature, engine accessory loads (such as electrical generators, bleed air loads, hydraulic pump loads, and other loads) and engine age (number of cycles). The default reference operating parameters for each motor can be obtained from a standard lookup table or quick reference manual. The method further comprises the step of obtaining a measured fuel flow rate for each aircraft engine based on actual operating parameters for each engine. The measured fuel flow rate for each engine is obtained in several steps. A flowmeter installed in the fuel line physically measures the volume of fuel flowing through the line. A fuel densitometer installed in the fuel tank calculates the density of the fuel. The software multiplies the volumetric fuel flow rate by the fuel density to obtain a mass fuel flow rate that is displayed to the pilot. The method further comprises using engine monitoring system software, such as the software used by the Engine Indication and Crew Alert System (EICAS) 48 shown in Figure 3, to compare the predicted fuel flow rate with the of measured fuel flow. The method further comprises the step of automatically providing an alert on the control display unit 14 (see figure 1) if there is a difference above a nuisance threshold between the measured fuel flow rate and the predicted fuel flow rate. The predicted fuel flow rate is compared with the actual fuel flow at a given engine thrust, altitude and speed, and if the actual fuel flow rate is much higher than what is predicted, the message is triggered for that motor and an alert is automatically displayed.
    [0043] In accordance with the modalities revealed in detail below, an improved flight control system can be provided with the ability to monitor changes in airplane characteristics, such as fuel flow and drag. A flight control computer can be configured so that when a predetermined event is triggered, the flight control computer creates or updates a set of pivot tables of airplane performance data that enable FMS performance algorithms to utilize the latest fuel flow and drag data. Using up-to-date aerodynamic and propulsion performance data in the PivotTables, the flight control system is able to calculate more accurate trip prediction parameters and flight profile, such as estimated time of arrival and amount of fuel consumption. predicted.
    [0044] The input/output definition of the pivot table can be defined within the flight control system or it can be contained within other loadable databases or other existing data tables. Data tables with updated data for performance functions can be dropped outside the flight control system to other systems via physical or wireless connections and can be made available for further analysis.
    [0045] Figure 4 is a block diagram identifying some components of a flight control system according to an embodiment in which airplane performance dynamic tables 36 reside within the flight control computer 12. As shown in Figure 4 , there are two-way communications between the performance algorithm 34 and the performance pivot tables of the plane 36. Data flows from the performance algorithm 34 to the performance pivot tables of the plane 36 when there is a trigger point that causes a flight control computer processor 12 populates the airplane performance pivot tables 36. Once the airplane performance pivot tables 36 have been populated, they are used by the performance algorithm 34. There are also two-way communications between the performance algorithm 34 and control display unit 14. This is because now the pilot has the ability to use the line performance database. Reference 30 alone or in conjunction with Airplane 36 performance pivot tables for more accurate prediction computation.
    [0046] Figure 5 is a block diagram identifying some components of a flight control system in which airplane performance dynamic tables 36 are stored on a storage device 40 separate from the flight control computer 12. In accordance with In this project, the dynamic performance tables of the airplane 36 can be housed in any other on-board systems (such as the on-board network system, electronic flight bag, maintenance access terminal, etc.), in the system/service. on land, handheld devices or in the cloud.
    [0047] When fuel flow or drag corrections are transferred and applied to the baseline aircraft performance data in the baseline performance database (or a companion database), this triggers a performance algorithm of the applicable FMS to calculate or update a set of pivot tables in the flight control system based on new fuel flow and drag data. FMS performance algorithms will now reflect updated (ie current) aircraft characteristics. The flight control system does not have to constantly use corrected fuel flow or drag data to calculate values for the FMS performance algorithms. Corrected airplane performance values can simply be looked up in the pivot tables of the airplane performance data.
    [0048] For example, Figure 6 is a diagram depicting a printout of an example of a drag correction data table 50 that can be loaded as digital data onto a non-transient, tangible computer-readable storage medium via a data link or using an on-board network system. In data table 50, X is the Mach number, Y is the altitude (in feet), and Z is a drag correction factor. A performance algorithm can be triggered to populate a pivot table of airplane performance data that contains data that is a drag function.
    [0049] When a set of PivotTables of airplane performance data is created or updated, their values are stored in a table format (having two or more dimensions), so that the values can be searched and used in a efficiently by the flight control system for performance calculations, such as voyage prediction.
    [0050] Figure 7 is a diagram depicting a printout of an example lookup table 52 that can be stored as digital data on a non-transient, tangible computer-readable storage medium and used by an FMS performance algorithm (e.g. , long-distance travel) in a typical flight control system. In the exemplary lookup table 52 shown in Figure 7, the input values are gross weight and the output values are the Mach number of the long-distance trip. However, additional entries, such as altitude and ambient air temperature, can be included in the lookup table. This table is defined using the reference line airplane performance data and is not modified when the characteristic data of the airplane, such as fuel flow, changes. Also, this table cannot be updated within the flight control system.
    [0051] In accordance with some embodiments of the improved system proposed here, the flight control system can be configured (i.e. programmed) to populate the pivot table with new values in response to a predetermined trigger point/event, such as certain crew actions or a determination that the deviation of a corrected airplane characteristic value from a current airplane characteristic value is equal to or greater than a specified threshold percentage. According to other modalities, the pivot tables can be filled in at regular time intervals, or before each flight.
    [0052] In one embodiment, the system is configured to generate a pivot table of aircraft performance data when the measured fuel flow rate deviates from the baseline fuel flow rate by more than a specified threshold. . If the fuel flow value calculated by the flight control computer using fuel flow correction 44 (see figure 3) is different from the fuel flow actually used by the engines (then this is the actual fuel consumption by the engines), then the flight control computer must populate the fuel flow data into the pivot table of the plane's performance data.
    [0053] Figure 8 is a graph illustrating the effect that a selected Mach number of long-distance travel has on an airplane's fuel mileage. The Mach number of the long-distance trip is on the horizontal axis; fuel mileage (measured in terms of nautical miles flown on voyage per pound of fuel consumed) is on the vertical axis. The long-distance trip performance algorithm can use the corrected fuel flow values to calculate long-distance trip Mach numbers for weights and altitudes of interest using known equations, for example, calculating fuel mileage using the ratio of true air velocity for fuel flow; determining the Mach number and associated fuel mileage where the fuel mileage is at a maximum and then calculating the Mach number of the long-distance trip by multiplying the Mach number corresponding to the maximum fuel mileage times a specified percentage (e.g. 99 %). The calculated long-haul Mach numbers can then be stored in a pivot table of airplane performance data with weight and temperature entries. That way, the flight control system doesn't have to constantly use the corrected fuel flow data to calculate values for the Mach numbers of the long-haul trip. Corrected long-haul Mach numbers can simply be looked up in the pivot tables of the plane's performance data.
    [0054] Fig. 9 is a diagram depicting a printout of an example pivot table of airplane performance data 54 that the FMS long-haul voyage performance algorithm can generate and utilize. It uses two inputs (gross weight and standard day temperature deviation) instead of just one input (gross weight as shown in figure 7). The entries for the airplane performance data pivot table 54 can be defined within the flight control system or using other data tables, such as the baseline performance database. Using this table is more computationally efficient than using a performance algorithm to calculate the Mach number of the long-distance trip repeatedly.
    [0055] A pivot table of airplane performance data can be in any format. For example, Figure 10 is a diagram depicting a printout of an example of a dynamically generated airplane performance data table 56 that can be stored as digital data in XML format on a non-transient, tangible computer-readable storage medium and used by an FMS performance algorithm (eg long distance travel) in an optimized FMS control system.
    [0056] In addition, when the FMS performance algorithms use the PivotTables of Airplane Performance Data instead of the Reference Line Airplane Performance Data Tables, this will be indicated to the pilot by various visual cues on the pages from the CDU or on the flight floor displays. For example, Figures 11A and 11B are diagrams depicting successive screen images 60 and 62 of a CDU. Figure 11A shows a screen shot 60 of a CDU page that is displayed when the flight control system is using a reference line airplane performance data table, such as an air/engine database. Figure 11B shows a screen image 62 of a modified CDU page that is displayed when the flight control system is using a pivot table of airplane performance data. Figures 11A and 11B show how the CDU page can be changed to reflect that the FMS performance algorithm is using the pivot table instead of the baseline performance database. The change from the unbold caption “LRC Speed” and “Fuel at Dest” in Figure 11A to the bold caption “LRC Speed” 64 and the bold caption “Fuel at Dest” 66 in Figure 11B is intended to indicate a change in color. (e.g. from black to red) that occurs when the flight control system is using the PivotTable of Airplane Performance Data instead of the Reference Line Airplane Performance Data Table.
    [0057] Fig. 12 is a flowchart listing steps of a method 100 for displaying a predicted value of a parameter of travel on board an aircraft in accordance with an embodiment. That method 100 comprises the following steps: storing a reference line aircraft performance data table on a first non-transient tangible computer readable medium, the reference line aircraft performance data table comprising a first lookup table having inputs that are flight parameter values and having outputs that are predicted values of a voyage parameter, whose voyage parameter values are functions of the baseline values of an airplane characteristic and the values of the flight parameters (step 102); obtaining airplane characteristic correction data representing corrections to be applied to the airplane characteristic reference line values (step 104); calculating corrected values of the airplane characteristic by applying the corrections to the reference line values of the airplane characteristic of the airplane (step 106); generate a dynamic table of airplane performance data comprising a second lookup table having inputs that are flight parameter values and having outputs that are updated predicted trip parameter values, whose trip parameter values are functions of the corrected values of airplane characteristic and flight parameter values (step 108); storing the pivot table of airplane performance data on a second, non-transient, tangible computer-readable medium (step 110); retrieve an updated predicted value of the trip parameter from the airplane performance data pivot table during a current flight of the airplane (step 120) and display alphanumeric symbology representing the updated predicted value retrieved in a display unit on the flight floor during flight current status of the plane (step 122).
    [0058] After the PivotTable of airplane performance data has been stored, the method may comprise the following additional steps: measuring a physical modality of the airplane characteristic on board the airplane to produce a real-time measured value of the airplane characteristic (step 112); determining a magnitude of a deviation of the real-time measured value of the airplane characteristic from a corresponding one of the corrected values of the airplane characteristic (step 114); comparing the magnitude of the deviation to a specified threshold (step 116); repopulate the airplane performance data pivot table based on the magnitude of the deviation in response to the magnitude of the deviation exceeding the specified threshold (step 118); retrieve an updated predicted value of the trip parameter from the airplane performance data pivot table during a current flight of the airplane (step 120) and display alphanumeric symbology representing the updated predicted value retrieved in a display unit on the flight floor during flight current status of the plane (step 122).
    [0059] Although apparatus and methods have been described with reference to the various embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for their elements without departing from the teachings herein. Furthermore, many modifications can be made to adapt the concepts and reductions in practice disclosed here to a particular situation. Accordingly, it is intended that the subject matter covered by the claims is not limited to the disclosed modalities.
    [0060] As used in the claims, the term "computer system" should be interpreted broadly to encompass a system having at least one computer or processor and which may have multiple computers or processors that communicate over a network or bus. As used in the preceding sentence, the terms "computer" and "processor" both refer to devices comprising a processing unit (eg, a central processing unit, an integrated circuit, or an arithmetic logic unit).
    [0061] The process claims set out below should not be interpreted as requiring that the steps recited therein be performed in alphabetical order (any alphabetical ordering in the claims is used only for the purpose of referring to the steps previously recited) or in the order in which they are recited. Nor should they be interpreted as excluding any portions of two or more steps being performed simultaneously or alternatively.
    权利要求:
    Claims (13)
    [0001]
    1. Method for displaying a predicted value of a voyage parameter on a display unit in a cockpit on board an aircraft, characterized in that it comprises: (a) storing a table of aircraft performance data from the reference line on a first non-transient tangible computer readable medium, the reference line airplane performance data table comprising a first lookup table (52) having inputs that are flight parameter values and having outputs that are values parameters of a trip parameter, whose trip parameter values are functions of reference line values of an airplane characteristic and the values of the flight parameters; (b) obtain airplane characteristic correction data representing corrections to be applied in the reference line values of the airplane characteristic of the airplane; (c) calculate corrected values of the airplane characteristic by applying the corrections to the values of the r line airplane characteristic eference of the airplane; (d) generating a dynamic table of airplane performance data (54) comprising a second lookup table having inputs that are flight parameter values and having outputs that are updated predicted values of the flight parameter. voyage, whose voyage parameter values are functions of the corrected aircraft characteristic values and the values of the flight parameters; (e) store the dynamic table of aircraft performance data on a second, non-transient, tangible computer-readable medium;( f) measuring a physical modality of the airplane characteristic on board the airplane to produce a real-time measured value of the airplane characteristic; (g) determining a magnitude of a deviation from the real-time measured value of the airplane characteristic from a corresponding element of the corrected values of the airplane characteristic; (h) compare the magnitude of the deviation to a specified limit; (i) repopulate the dynamic table of performance data of airplane based on the magnitude of the deviation that exceeds the specified threshold; (j) retrieve an updated predicted value of the travel parameter from the airplane performance data pivot table during a current airplane flight; and (k) display alphanumeric symbology representing the updated predicted value retrieved in a flight floor display unit during the airplane's current flight.
    [0002]
    2. Method according to claim 1, characterized in that at least operations (c) and (d) are performed by a flight control computer (12) on board the aircraft, wherein the first and second tangible, non-transient computer-readable storage media reside within the flight control computer.
    [0003]
    3. Method according to claim 2, characterized in that the first non-transient tangible computer-readable storage medium is inside the flight control computer and the second non-transient tangible computer-readable storage medium is on board the aircraft, but outside the flight control computer.
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that the airplane characteristic correction data comprises values of a drag correction factor representing deviations of the airplane's actual drag values from the drag values of the reference line.
    [0005]
    5. Method according to any one of claims 1 to 4, characterized in that the aircraft characteristic correction data comprises values of a fuel flow correction factor (44) representing deviations from actual fuel flow values of the airplane from the reference line fuel flow values.
    [0006]
    6. Method according to any one of claims 1 to 5, characterized in that the updated predicted values of the voyage parameter in the dynamic table of airplane performance data are a function of at least the first and second entries of the parameter of the flight, the first flight parameter inputs being air temperature values, the second flight parameter inputs being gross weight values, and the updated predicted trip parameter values being Mach number values from the long-haul trip.
    [0007]
    7. Method according to any one of claims 1 to 6, characterized in that the operation (b) comprises receiving the aircraft characteristic correction data via a data link and the operation (c) is triggered in response to the reception of the aircraft characteristic correction data via the data link.
    [0008]
    8. Method according to any one of claims 1 to 7, characterized in that the airplane characteristic is fuel flow.
    [0009]
    9. System for displaying a predicted value of a voyage parameter on a display unit in a cockpit on board an aircraft, characterized in that it comprises a display unit and a computer system configured to perform the following operations :(a) storing a baseline aircraft performance data table on a first non-transient tangible computer readable medium, the baseline aircraft performance data table comprising a first lookup table (52) having inputs that are flight parameter values and having outputs that are predicted voyage parameter values, whose voyage parameter values are functions of the baseline values of an airplane characteristic and the values of the flight parameters;(b ) obtain airplane characteristic correction data representing corrections to be applied to the airplane characteristic reference line values of the airplane; (c) calculate v corrected values of the airplane characteristic by applying the corrections to the reference line values of the airplane characteristic of the airplane; (d) generating a dynamic table of performance data (54) of the airplane comprising a second lookup table having entries that are values of the flight parameters and having outputs that are updated predicted trip parameter values, whose trip parameter values are functions of the corrected values of the airplane characteristic and the values of the flight parameters; (e) store the dynamic table of performance data of the airplane on a second, non-transient, tangible computer-readable medium; (f) determine a magnitude of a deviation from the real-time measured value of the airplane characteristic from a corresponding element of the corrected values of the airplane characteristic; (g) compare the magnitude of the deviation from a specified threshold; (h) repopulate the pivot table of airplane performance data based on the magnitude of the deviation in response the magnitude of the deviation that exceeds the specified limit; (i) retrieving an updated predicted value of the voyage parameter from the airplane performance data pivot table during a current flight of the airplane; and (j) controlling said display unit to display alphanumeric symbology representing the updated predicted value retrieved from the display unit on the flight floor during the actual flight of the aircraft.
    [0010]
    10. System according to claim 9, characterized in that the airplane characteristic correction data comprises values of a drag correction factor representing deviations of actual airplane drag values from the reference line drag values.
    [0011]
    11. System according to claim 9 or 10, characterized in that the airplane characteristic correction data comprises values of a fuel flow correction factor representing deviations of actual values of the airplane's fuel flow from the values of reference line fuel flow.
    [0012]
    12. System according to any one of claims 9 to 11, characterized in that the updated predicted values of the voyage parameter in the dynamic table of airplane performance data are a function of at least the first and second parameter entries of the flight, the first flight parameter inputs being air temperature values, the second flight parameter inputs being gross weight values, and the updated predicted trip parameter values being Mach number values from the long-haul trip.
    [0013]
    13. System according to any one of claims 9 to 12, characterized in that the characteristic of an airplane is fuel flow.
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    同族专利:
    公开号 | 公开日
    CN106971234B|2020-03-13|
    BR102016026255A2|2017-07-18|
    CA2947175A1|2017-07-13|
    JP2017124813A|2017-07-20|
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    AU2016247108B2|2020-07-02|
    CA2947175C|2021-01-05|
    AU2016247108A1|2017-07-27|
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    JP6693855B2|2020-05-13|
    US10071818B2|2018-09-11|
    EP3193268A1|2017-07-19|
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    法律状态:
    2017-07-18| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2020-05-19| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-11-16| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2022-01-18| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 09/11/2016, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/995,115|US10071818B2|2016-01-13|2016-01-13|Systems and methods for providing airplane performance calculations|
    US14/995,115|2016-01-13|
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