• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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    • 专利摘要:
    A system (400) comprising obtaining flight data for a given flight from at least one of an on-board system of a particular aircraft to execute the given flight and a system other than the onboard system of the particular aircraft having a data source related to the given flight, the flight data including specific details relating to at least one of the particular aircraft and parameters of the given flight; performing, by a processor of an external computer resource and based on the flight data obtained, a control optimization for generating specific optimized path commands for the given flight; transmitting the optimized path specific commands via uplink communication from the external computer resource to the particular aircraft; and to guide, in response to the receipt of the specific route commands optimized by the particular aircraft, the particular aircraft according to the specific commands of optimized route to execute the given flight.
    公开号:FR3057076A1
    申请号:FR1758968
    申请日:2017-09-27
    公开日:2018-04-06
    发明作者:Eric Richard Westervelt；Mackensie Cumings；Mark Lawrence Darnell；David LAX；Liling Ren；Nicholas Visser
    申请人:General Electric Co；
    IPC主号:
    专利说明:

    ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number: 3,057,076 (to be used only for reproduction orders) (© National registration number: 17 58968
    COURBEVOIE © IntCI 8 : G 05 D 1/12 (2017.01), G 01 C 21/20
    A1 PATENT APPLICATION
    (© Filing date: 27.09.17. © Applicant (s): GENERAL ELECTRIC COMPANY— © Priority: 30.09.16 US 15282003. US. @ Inventor (s): WESTERVELT ERIC RICHARD, CUMINGS MACKENSIE, DARNELL MARK (43) Date of public availability of the LAWRENCE, LAX DAVID, REN LILING and VISSER request: 06.04.18 Bulletin 18/14. NICHOLAS. (© List of documents cited in the report of preliminary research: The latter was not established on the date of publication of the request. (© References to other national documents ® Holder (s): GENERAL ELECTRIC COMPANY. related: ©) Extension request (s): (© Agent (s): CASALONGA.
    OPTIMIZATION OF AIRCRAFT PROFILE WITH COMMUNICATION LINKS TO AN EXTERNAL COMPUTER SOURCE.
    FR 3 057 076 - A1
    A system (400) comprising obtaining flight data for a given flight from at least one of an on-board system of a particular aircraft to execute the given flight and from a system other than the on-board system of the particular aircraft having a data source related to the given flight, the flight data including specific details relating to at least one of the particular aircraft and parameters of the given flight; to carry out, by a processor of an external IT resource and as a function of the flight data obtained, a command optimization to generate specific commands for the route optimized for the given flight; transmitting the specific optimized route commands via uplink communication from the external IT resource to the particular aircraft; and to guide, in response to the reception of the specific commands for the optimized route by the particular aircraft, the particular aircraft according to the specific commands for the optimized route to execute the given flight.
    i
    Optimization of aircraft profile with communication links to an external IT source
    The present invention generally relates to flight management, more particularly, systems, devices, and operating methods for flight management and applications thereof.
    The cost of fuel is usually a large part of the cost of operating in commercial aviation. Therefore, operating efficiency and fuel savings are important research for improving aircraft design and aircraft operation. The main focus is on these fuel-saving technologies: aircraft and engine design, control design, and flight path planning and execution (called flight guidance).
    Flight management systems or FMS in English terms aboard aircraft usually determine constant climb, cruise and descent speeds and cruise altitudes in an effort to reduce or minimize the direct operating cost given the take-off range and weight and assuming a constant thrust for the climb and an idle thrust for the descent. These simplifying assumptions have been applied to implement practical systems, but the simplifications lead to suboptimal performance and compromise fuel economy.
    There is thus a need for systems and methods which improve the optimization problem for flights without simplifying the assumptions for obtaining guidance closer to the optimum.
    According to one embodiment, the present invention relates to an optimization for generating a command history and a corresponding state trajectory for minimizing a direct operating cost or "direct operating cost" known as DOC in English terms for an aircraft in flight , comprising the use of a data link between one or more systems other than an on-board system of a particular aircraft and an on-board system of the aircraft in particular flight. According to one embodiment, the invention relates to a method for optimizing aircraft guidance to minimize the direct operating cost of a given flight can include obtaining flight data for a given flight from at least one of an on-board system of a particular aircraft to execute the given flight and of another system having a data source linked to the given flight, the flight data including specific details relating to at least one of the aircraft particular and parameters of the given flight; to carry out, by a processor of an external IT resource and based on the flight data obtained, an order optimization to generate specific commands for the route optimized for the given flight; transmit specific commands for the optimized route via uplink communication from the external IT resource to the particular aircraft; and guide, in response to receipt of the specific optimized route commands by the particular aircraft, the particular aircraft according to the specific optimized route commands for performing the given flight.
    According to another embodiment, the invention relates to a system can implement, execute, or understand at least some of the functionalities of the processes of this document. In yet another embodiment, a tangible medium can implement at least some aspects of the processes of the present invention.
    According to an embodiment of the invention, a system comprises an external computer resource device comprising a memory storing program instructions executable by a processor; and a processor for executing program instructions executable by a processor to cause the computing device to obtain flight data for a given flight from at least one of an on-board system of a particular aircraft to execute the flight given and a system separate and distinct from the on-board system having a data source related to the given flight, the flight data including specific details relating to at least one of the particular aircraft and parameters of the given flight; performs, by the processor of the external IT resource and as a function of the flight data obtained, a command optimization to generate specific commands for the route optimized for the given flight; transmits the specific optimized route commands via uplink communication from the external IT resource to the particular aircraft; and guide, in response to receipt of the specific optimized route commands by the particular aircraft, the particular aircraft according to the specific optimized route commands for performing the given flight.
    Advantageously, the given flight is specified by a basic flight plan for the particular aircraft.
    For example, the specific details of flight data for the particular aircraft include a data model including specific tail performance and operating characteristics for the particular aircraft.
    The system separate and distinct from the on-board system having a data source related to the given flight may include more than one system, device, or component of external computer source or resource.
    For example, the data source related to the given flight for the ground-based system is at least one of convective meteorological data, wind and temperature data at altitude, air traffic control constraint information and d 'traffic flow status, as far as it relates to the given flight.
    According to one embodiment, the processor further executes the computer executable program instructions so that the computer device obtains at least periodically an update of the flight data for the given flight; performs, based on the updated flight data obtained, a revised command optimization to generate specific updated optimized route commands for the given flight; transmits the updated optimized route specific commands via uplink communication from the external IT resource to the particular aircraft; and guide, in response to receipt of the specific optimized route commands updated by the particular aircraft, the particular aircraft according to the specific optimized route specific commands updated to execute the given flight.
    Completion of the revised order optimization may be invoked in response to changes in the flight data obtained.
    According to another embodiment, the processor also executes the program instructions executable by a processor so that the computer device: receives, by the particular aircraft, the specific optimized path commands, the specific optimized path commands comprising a profile of a flight path optimized for the particular aircraft to execute the given flight; and stores, by an on-board system on the particular aircraft, the profile of a flight path optimized for the particular aircraft.
    For example, the system comprises the reception, by the particular aircraft, of the specific optimized route commands, the specific optimized path commands comprising a listing of command commands; and generating, by an on-board system on the particular aircraft, an optimized flight path for the particular aircraft to execute the given flight.
    The processor can also execute the program instructions executable by a processor so that the computing device: receives, for a series of aircraft including a plurality of aircraft, at least some aspects of a trajectory negotiated by a computer resource exterior with an air traffic control entity for the series of aircraft; and performs, by the processor of the external computing resource as a function of the flight data obtained and of the at least some aspects of the negotiated trajectory for the series of aircraft, a command optimization to generate specific commands for the path optimized for the series aircraft.
    This and other functionalities, aspects and advantages of the present invention will be better known on reading this description with reference to the adjoining drawings in which identical parts in all the drawings bear identical references in which:
    -FIG. 1 schematically illustrates an implementation diagram of a flight control system for guiding and navigation of an aircraft, according to an embodiment of the invention;
    -FIG. 2 is an illustrative example of a flow diagram of a process, according to an embodiment of the invention;
    -FIG. 3 is an illustrative description of a structure including data streams, according to an embodiment of the invention; and
    -FIG. 4 is an illustrative description of a schematic diagram of a system or device which can support a process according to an embodiment of the invention.
    A conventional Flight Management System (FMS) of an aircraft in service today generally determines aspects of a flight path, including but not limited to, the speeds and altitudes of climb, cruise, and descent, as well as a trajectory or a complete or partial flight plan. At least some of the data used by the FMS to generate the flight path (or aspects and parts thereof) can be received from a ground-based source. For example, a completed basic flight plan for an aircraft may be received by the FMS and used to determine an "optimized" flight plan or, more specifically, a fairly modified flight plan for a general type aircraft performing the flight . Other and / or additional data such as, for example, wind and temperature data and aircraft rating for the aircraft may also be received and used by the FMS to calculate the flight plan which may be used for guidance by the aircraft. In some aspects, the flight plan calculated by the FMS can be determined using extended / general statistics and measurements for the aircraft, where the statistical data may represent an average for the aircraft that will cover the calculated flight path. For example, a lookup table or other predetermined static values including averaged command data values (eg, "economical" command speeds and altitudes, etc.) can be referenced by the FMS (or other entity ) and used by the FMS on board the aircraft to build a four-dimensional trajectory (4-D including latitude, longitude, altitude, and time) called "optimized" for the aircraft using the "economic" control targets Where the calculated path can be used to guide the aircraft to the path constructed in a given time frame. For example, the calculated trajectory may include commands to guide the aircraft from 30k feet to 40k feet in a certain time by changing aircraft settings, including for example, engine settings and other flight controls of the aircraft to obtain the command values.
    In some aspects, however, the resulting flight plan calculated by the in-flight / on-board (or other) FMS system (s) may not produce a truly optimized flight plan that can be reliably and / or efficiently achieved for minimize the expected DOC. For example, the extent and specificity of flight data (i.e., its level of customization to flight plan, aircraft, time and air traffic conditions, etc., specific) considered and even which can be received, processed, stored, reported, and which can be acted on by flight management systems (and others) on board aircraft may be limited by the processing power, the memory, and the connectivity capacities of these systems.
    Referring to FIG. 1, an illustrative description of an example system for guiding and navigating an aircraft is shown. A guidance module 105, a control module 110, and a navigation module 125 can cooperate to form at least part of an on-board flight management system (FMS) 102 of a particular aircraft 115.
    The control unit 110 can operate to control the operations of the aircraft 115 on which the system 100 is installed. There may be one or more sensors 120 that are used to measure certain properties of the aircraft and / or environmental and operational parameters. The sensor data coming from the sensors 120 are fed to a navigation module 125, which then feeds an FMS summing unit 130 which also receives inputs from the guidance module 105 for a controlled control of the aircraft 115. In a For example, the guide module 105 of the system 100 optimizes the open loop control and minimizes the direct operating costs (DOC). The output of the summing unit 130 is supplied to the control module 110. The control module provides feedback and control policies. In some examples, the control module 110 may include an accelerator / autopilot (sub) system.
    According to one embodiment, the present invention includes applying ground-based optimization technologies to generate a command history and corresponding state trajectory which can minimize the DOC for an aircraft using a data link to the aircraft and ground based computer systems having a processor executing program instructions implemented as systems, devices, and services. In some aspects, some of the systems and processes of the present invention provide greater computing capabilities compared to on-board aircraft systems. Also, in some embodiments, there may be greater connectivity between multiple ground-based systems acting together in one or more functions such as data sources, data storage, and processing, compared to on board aircraft.
    FIG. 2 illustrates a flow diagram of an exemplary embodiment of a process 200. The process 200 can be executed by a system, a device, and combinations thereof, including networks and distributed computer systems. In some examples, a system or device comprising a processor can execute program instructions from, for example, an application or “app” implemented as a tangible medium for carrying out the operations of process 200. In some embodiments, at least part of the process 200 can be performed by software components deployed as software as a service.
    In operation 205, flight data for a given flight is obtained. The data being obtained can be obtained from either an on-board system of a particular aircraft to execute the given flight or an external IT resource. In certain aspects of this document, an external computing resource refers to a device, system, and component comprising a central processor unit (i.e., a processor) which is separate and distinct from a flight management system and / or flight control of an aircraft. In some embodiments, computing processing power, processing speed, data bandwidth capacity, data processing capabilities, ίο interconnectivity capabilities to other systems, and combinations of these functionalities of an external IT resource in this document may be greater than such functionalities of a flight management and flight control system on board an aircraft (ie, native). An external computer resource of this document may include the technical functionality of interfacing and communicating with other systems, including but not limited to, another external computer resource, flight management and flight control systems at on board an aircraft, and other types of systems via communication links (eg uplink, downlink) using different communication protocols and techniques. The enhanced operational functionalities of an external IT resource of this document relating to an on-board aircraft system (s) can be influenced in some embodiments of the present invention to determine a control solution that is improved. , reinforced, and otherwise closer to the optimum in comparison with what the on-board system (s) of the aircraft alone can provide.
    An external IT resource in this document may include one or more systems, devices, subsystems, and components that are ground-based. A ground-based system of this document may be an independent system, device, or component such as, for example, a computer server, a distributed computer system. In some examples, an external IT resource in this document, whether ground-based or otherwise, may be implemented, in part, as an application or as a service executed by hardware. In some embodiments, an external computing resource in this document may include one or more systems, devices, subsystems, and components that are on board a mobile platform, either based on the ground, at sea, or in flight .
    If the data is obtained from an on-board system (s) of the particular aircraft or from one or more systems other than the on-board system (s) of the particular aircraft (for example, any system, device, or component different from the on-board system (s) of the particular aircraft, either based on the ground or otherwise including, for example, other mobile platforms), flight data may include details of at least one of the particular aircraft and the parameters of the given flight. For example, the external IT resource may be located on board the particular aircraft (but separate and distinct from the on-board system (s) thereof) and the flight data including details concerning the particular aircraft can be received from ground systems or on a mobile platform, via, for example the Internet in flight. For example, flight data including details relating to the particular aircraft may include characteristics specific to the particular aircraft. Examples may include specific tail characteristics of the aircraft, including, for example, specific performance and operating values for the particular aircraft such as thrust, drag, etc. which can be based on actual historical performance, maintenance, and other types of data. Flight data including details of the parameters of the given flight may include a completed flight plan (baseline), nominal aircraft characteristics for the particular aircraft (as opposed to actual characteristics for the aircraft “ particular ”specific), and actual environmental or meteorological factors for when the given flight will be performed (as opposed to average weather conditions).
    At least some of the specific details of the flight data relating to the particular aircraft may include a data model, where the data model includes specific tail characteristics (i.e., operational and performance data relating specifically to the 'particular aircraft). The data model for the particular aircraft may include characteristics and parameters, including the values of these that are specific to the particular aircraft. In part, the specific details may be based on a history of previous flights made by the particular aircraft.
    A data model reflecting specifically and precisely the particular aircraft may be an optional feature of some embodiments of this document. In some embodiments including specific tail characteristics for the particular aircraft, a data model (or any other structure or construction of data) reflecting specifically and precisely the particular aircraft can be obtained or constructed, at least in part, by one or more ground-based systems. In some embodiments, a ground-based system may include functionality to build a data model, a task that can be accomplished depending on the computing resources and the data accessibility of the based system (s) ( s) on the ground (s).
    The extent (i.e., the level of detail and completeness) of the specific tail characteristics for the particular aircraft included in the flight data for operation 205 may be sufficient such that a model data (or other data structures) representing the aircraft actually corresponds to the operating performance in real life of the particular aircraft. Assuming a high level of correspondence between the data model and the operating performance of the particular aircraft, such a precise data model is here called a "digital twin" of the particular aircraft. The digital twin includes an accurate and up-to-date account of the key characteristics / aspects of the particular aircraft. The breadth and precision of a data model for the particular aircraft in some embodiments of this document greatly contributes to the ability for process 200 to generate specific optimized path commands and an optimized path. In some examples, the performance of an optimization performed by the 200 process is enhanced and improved to obtain a lower DOC due, at least in part, to the use of a digital twin in some embodiments.
    In some embodiments, data may be collected (i.e., observed, recorded, and retained) for a specific aircraft over time. The detailed collected data (for example, data including but not limited to thrust, drag, and other parameters) can be used to build an accurate data model for the particular aircraft. In some aspects, a data model for a particular aircraft in this document may be updated repeatedly, at least periodically, while the particular aircraft is operating. The time intervals relating to the update can be triggered or invoked in response to a change in the data of specific characteristics of the aircraft, significant maintenance modifications, etc. In some use cases, the updated data model can be used to perform revised order optimization to generate updated route specific orders optimized for the given flight.
    The digital twin data model (or other configured representations of it) is in contrast to previous conventional systems and processes in which referenced aircraft avionics and static data used (e.g. lookup tables) include medium or generic representations and models of an aircraft. Such generic aircraft representations do not reflect or capture how a specific aircraft is expected to behave reliably under specific flight conditions at the time a specific flight mission is performed.
    As such, flight data may be received from the particular aircraft or some other system (for example, an external computer resource, but not limited to this). It is noted that external computing resources, whether independently or collectively, can have greater computing capacities and functionalities than on-board aircraft systems. In the event that flight data is generated, stored, or otherwise provided by the particular aircraft, this flight data may be communicated from the particular aircraft to an IT resource outside of this document via a communication link. In the example, the external IT resource is implemented in a ground-based system, the communication link between the particular aircraft and the external IT resource based on the ground is called here downlink. In a scenario or use case where the external IT resource is also located on the particular aircraft (although separate and distinct from it) or on a different surface or air vehicle (for example, an aircraft in flight or a station which receives an external IT resource which supports this optimization of flight plans for a single or multiple aircraft), the communication link between the particular aircraft and the external IT resource can also be called here downlink.
    During operation 210, the data obtained during operation 205 can be processed by one or more external IT resources to perform command optimization to generate specific commands for the route optimized for the given flight. That is, an optimization to calculate the specific route commands for the given flight is carried out (i.e., executed) outside of the flight management system (s) and / or flight control of the particular aircraft.
    The optimized route specific commands generated during operation 210 can be transmitted to the particular aircraft via a communication link, where the optimized route specific commands are sent from the external computer resources to the system (s). concerning the particular aircraft, as shown during operation 215 of the process 200. This communication link to receive and support the transfer of data from the external IT resource to the particular aircraft is called here an uplink, as introduced above. . In some embodiments, the specific optimized route commands sent to the aircraft via the uplink can be configured or packaged as a complete profile (i.e., flight plan) which can be easily processed for guidance by the particular aircraft. In some other embodiments, the specific optimized path commands may include, at least in part, command commands which in turn can be received and processed to construct a profile by the systems on board the particular aircraft.
    Continuing with operation 220, the particular aircraft is guided to the path specified by the specific path commands optimized to execute the given flight in a manner that minimizes the planned or target DOC. The specific optimized route controls can be used by the particular aircraft and its flight control system to adjust the operating and performance settings of the aircraft to achieve the given flight in an efficient and economical manner .
    Data may be collected (i.e., observed, recorded, and retained) for a specific aircraft over time. The detailed collected data (for example, data including but not limited to thrust, drag, and other parameters) can be used to construct an accurate data model for the particular aircraft. In some aspects, a data model for a particular aircraft in this document may be updated repeatedly when the particular aircraft is in use. The time intervals for the update may be triggered or invoked in response to a change in the aircraft specific feature data. The updated data model can be used to perform a revised order optimization to generate specific updated optimized route commands for the given flight. The updated optimized route specific commands for the given flight can be loaded by uplink to the particular aircraft and used by a flight control system thereof to guide the particular aircraft.
    FIG. 3 is an illustrative description of a structure or infrastructure 300 to facilitate and support the collection of specific aircraft and flight data, carry out flight path optimization calculations by an external computer resource, and communicate the command commands optimized for the aircraft in an efficient and safe manner. In certain aspects, one or more functionalities of the structure shown in FIG. 3 may be compatible with certain aspects and components of certain existing aircraft management systems.
    The structure 300 can support the calculation of command histories which minimize one or more DOC of a particular aircraft. In general, the structure 300 can operate to generate optimized flight paths by gathering parameters or flight data, as illustrated by the collective data 302 which can be downloaded from an on-board system (s) of the aircraft via a downlink in 320 or by gathering data from one or more systems other than the on-board system (s) of the aircraft (for example, an external IT resource, but not limited to this ) as illustrated by the data collectively designated in 304. The collective data 302 and the collective data 320 can both be downloaded from one (s) on-board system (s) or alternatively be gathered from the one or more systems other than the aircraft on-board system (s).
    If an external IT resource (for example, a ground-based system) is unavailable or the communication link with it does not work, other aspects of certain processes in this document can still be carried out, for example, using a method onboard based optimization.
    Data 302 from on-board systems of an aircraft may include a completed flight plan for a flight or mission 305, nominal aircraft characteristics 310, and some meteorological information 315, which may be collected by sensors located on the aircraft. 'aircraft. These and other data originating from an aircraft linked to the aircraft and to its environment can be transmitted outside the aircraft from the aircraft to one or more external IT resources via a communication link (it i.e., in this case a downlink) at 320. In some embodiments, on-board systems of the aircraft may employ data communication techniques and protocols to ensure efficient transmission of data from the aircraft to the external computing resources, including but not limited to, various types of buffering, compression, and data encryption.
    The data 304 collected or received from one or more systems other than the on-board system (s) of the aircraft (for example, an external computer resource, but not limited to this) may include various types of data related to an aircraft and a specific flight or mission. For example, the data 304 may include tail characteristic data of a specific aircraft 325 for a particular aircraft (for example, specific aircraft data including but not limited to, for example, thrust, drag , etc.), air traffic information 330 including a state of an air traffic control network relating to an aircraft and a given flight or mission for the aircraft (for example, information which may be useful to avoid / minimize delays), enhanced weather information 335 (for example, convective weather information to avoid hurricanes, potential frost areas and the like), and other data 340 (for example, high wind data, etc. ). Data 304 can be collected in addition to data 302 collected, collected, or received from an aircraft. Each type of data including the collective data 304 can contribute to the technical improvements provided by the structure 300, although the combination of one or more of the data types 325, 330, 335, and 340 can make contributions not realized by the any of the data types alone.
    The structure 300 can also carry out command optimization on the external IT resource and predict a state trajectory (that is to say, a flight path) for the particular aircraft 350; communicate (ie, uplink) the optimized flight plan to aircraft 355; and guide the aircraft to the optimal 365 command.
    In 350, an optimization is carried out by an external computer resource including one or more processors using data 302 coming from the particular aircraft and data 304 received from one or more of the one or more systems other than the system (s) ( s) on board the aircraft (for example, an external IT resource, but not limited to this). It is noted that the determination of the specific path commands optimized at 350 is carried out for a specific aircraft executing a specific flight at a specific time. As such, values and commands for the particular aircraft in this example are not simply available in a static lookup table or other predetermined record. The optimization performed in 350 is dynamic in the sense that it is determined for a specific aircraft executing a specific flight at a specific time and can also be updated over a period of time when additional information can be collected and recorded. for the particular aircraft and other data is updated when changes can take place (for example, the state of the air traffic network may change, weather information 335 may change, etc.).
    The external IT resource, the offline calculations performed in 350 can give a more sophisticated understanding and view of relevant meteorological considerations (for example, temperature and wind at altitude, etc.). By using this additional area of information, as well as greater connectivity to systems other than the on-board system (s) of the aircraft (e.g., an external computing resource, but not limited to this ) having additional information, storage, databases, and data processing capacities, determinations of specific optimized route commands are permitted.
    Optimization by an external IT resource at 350 can allow specific commands for optimized route control. These specific optimized route control commands can be used to determine an optimized flight profile plan that can be sent to the particular aircraft via an uplink communication link at 355, in which the profile can be stored for future use of guidance.
    In some aspects, sending an optimized profile to an aircraft in flight via a wireless uplink communication channel (or possibly wired when the external IT resource is located with a particular aircraft) in a timely and efficient manner may require bandwidth relatively large. In some embodiments, the optimized profile can be condensed using one or more data and / or communication techniques. In some embodiments, the optimized route specific control commands determined at 350 may be sent to the particular aircraft as one or more command listings (for example, speed commands, altitude commands, etc.) which can consume very little bandwidth. The optimized route specific command commands sent to the aircraft can be used to (re) construct, construct, or otherwise generate an optimized flight plan (profile) on the particular aircraft that will execute the given flight based on the commands.
    As illustrated, the system based on the external computing resource can initially build the profile at 350 and the profile can be deconstructed into specific path control commands optimized in response to, for example, a limited uplink bandwidth, wherein the optimized route specific control commands are sent to the particular aircraft as a basis for profile reconstruction. In some embodiments, an external computing resource in structure 300 may be able to send an optimized profile, the optimized route specific command commands, and combinations thereof.
    As illustrated, the structure 300 and other aspects of this document can optionally support and facilitate ground path negotiation with air traffic controllers (or other entities), rather than directly with an aircraft, to a series of multiple aircraft. Based on flight data obtained and at least some aspects of the negotiated trajectory for the aircraft series, order optimization can be performed to generate specific optimized route commands for the aircraft series.
    Alternatively, the structure 300 can also support and facilitate the recording of flight data (for example, 325, 330, 335, and 340) for a sufficient period of time by one or more external IT resources or service providers to develop an accurate model of the performance of a particular individual aircraft (i.e., a digital twin); use the collected flight data to identify (i.e., create) the digital twin; update digital twin data on a continuous basis (either continuously or at least periodically) to identify changes in aircraft performance; using the digital twin as the performance model in a cost optimization function 350 (for example, altitude and speed along a lateral path which may be forced to comply with the rules of instrument flight); and transmit the optimized control commands via an uplink (355) to the on-board automation systems of the particular aircraft for execution and guidance (360, 365).
    In one embodiment, updating and using the digital twin data model to obtain optimized control commands (350) and transmission (355) thereof to the particular aircraft can be performed from repeatedly for each flight. These operations can be carried out using an external IT resource which technically addresses the problem of real-time flight path optimization for using aircraft using external IT resources, resources having large storage, processing and storage capacities. data accessibility, where the data may include, for example, meteorological information 335 (for example, convective meteorological conditions suitable for a specific flight or mission), airspace and air traffic constraint information 330, and other types of data 340 which may not necessarily be available for an on-board system as efficiently and / or robustly, or not at all.
    In one embodiment, an optimized command transmission can take place via a wired connection or a network when a particular aircraft is on the ground (for example, before take-off) and / or the external IT resource is located on the particular aircraft or it may take place via a wireless transmission network during the flight (for example, when a condition changes). In certain aspects, the particular communication technology can be varied and modified to facilitate communication between external computer resources, data sources and ground-based computer systems, and the aircraft, including translation or transformation of communication messages from one or more formats to other formats. In some aspects, a system and process in this document may include functionality and provisioning to ensure that the validity of the data, as well as the integrity of at least the data communicated to an aircraft such as optimized control commands and / or profiles is established and maintained. Uplink data (at least) to an aircraft can be encrypted using one or more security techniques and protocols, including those that are known to be maintained and those that will become known in the future.
    FIG. 4 is an illustrative schematic diagram of a device 400 according to one embodiment. The device 400 can include a computer device and can execute program instructions to carry out any of the functions described in this document. The device 400 may include a server implementation, a device enabled by a dedicated processor, and other systems, including systems deployed in an aircraft and systems deployed in, for example, an external computer resource or equipment, in a few modes of achievement. The device 400 can include other elements not shown according to some embodiments.
    The device 400 includes a processor 405 operatively coupled to the communication device 415 for communicating with other systems, a data storage device 430, one or more input devices 410 for receiving inputs from other systems and entities, one or more output devices 420 and a memory 425. The communication device 415 can facilitate communication with external devices, such as other external computer resources, an air traffic control network, and an aircraft. Input device (s) 410 may include, for example, a keyboard, mouse or other pointing device, microphone, button or switch, infrared (IR) port, docking station , and / or a touch screen. One (or more) input devices 410 may not be used, for example, to enter information into device 400. One (or more) output devices 420 may (for example) include display (for example, a display screen) a speaker, and / or a printer.
    The data storage device 430 may include any suitable persistent storage device, including combinations of magnetic storage devices (for example, magnetic tape, hard disks and flash memory), semiconductor storage devices, optical storage devices, read only memory (ROM), random access memory (RAM), SCM memory or any other fast access memory.
    The optimization engine 435, the aircraft data modeler 440, and the application 445 may include program instructions executed by the processor 405 for the device 400 to perform any of one or more of the processes described herein. , including but not limited to aspects shown in FIGS. 2 and 3. The embodiments are not limited to the execution of these processes by a single device.
    Data 450 (either in cache or an entire database) can be stored in volatile memory such as memory 425. Data storage device 430 can also store data and other program code to provide additional functionality and / or which are necessary for the operation of a 400 device, such as device drivers, operating system files, etc. Data 450 can include aircraft-related performance data that can be used for future modeling of aircraft data for optimization purposes.
    List of parties
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    200
    205
    210
    215
    220
    300
    302
    304
    305
    310
    315
    320
    325
    330
    335
    340
    350
    355
    Schematic diagram of the system
    Flight management system
    Guidance module
    Control module
    Private aircraft
    Sensors
    Flight data
    Navigation module
    Summation unit
    Organizational chart
    Process operation
    Process operation
    Process operation
    Process operation
    Climb path graph
    Collective data
    Collective data
    Flight plan completed
    Aircraft ratings Weather information Downlink
    Aircraft tail characteristic data Air traffic information Enhanced weather information Other data
    Uplink command optimization execution
    Execution of the optimized control commands Guidance of the aircraft according to optimized commands System
    Processor
    Input devices
    Communication device
    Exit device
    Memory
    Storage equipment
    Optimization engine
    Aircraft data modeler
    Application
    Data
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. System comprising:
    an external IT resource device (400) comprising:
    a memory (430) storing program instructions executable by a processor; and a processor (405) for executing program instructions executable by a processor to cause the computing device to:
    obtains flight data for a given flight from at least one of an on-board system (100) of a particular aircraft (115) to execute the given flight and from a system separate and distinct from the on-board system having a data source (304) related to the given flight, the flight data including specific details relating to at least one of the particular aircraft and parameters of the given flight (205, 320);
    performs, by the processor of the external computer resource (405) and as a function of the flight data obtained, a command optimization for generating specific commands for the route optimized for the given flight (210, 350);
    transmits the specific optimized route commands via uplink communication from the external IT resource to the particular aircraft (215, 355); and guide, in response to receipt of the specific optimized route commands by the particular aircraft, the particular aircraft according to the specific optimized route commands for performing the given flight (220, 365).
    [2" id="c-fr-0002]
    2. The system of claim 1, wherein the given flight is specified by a basic flight plan (305) for the particular aircraft (115).
    [3" id="c-fr-0003]
    The system of claim 1, wherein the specific details of the flight data for the particular aircraft include a data model including specific tail performance and operating characteristics (330) for the particular aircraft (115).
    [4" id="c-fr-0004]
    4. The system of claim 1, wherein the system separate and distinct from the on-board system having a data source related to the given flight comprises more than one system, device, or component of external IT resource.
    [5" id="c-fr-0005]
    The system of claim 1, wherein the source of flight related data for the ground based system is at least one of convective weather data (335), wind and temperature data at altitude, air traffic control constraint and traffic flow status information (330), as far as it relates to the given flight.
    [6" id="c-fr-0006]
    The system of claim 1, wherein the processor (405) further executes the computer executable program instructions to cause the computing device to:
    at least periodically obtains an update of the flight data for the given flight (205, 320);
    performs, based on the updated flight data obtained, a revised command optimization to generate specific updated optimized route commands for the given flight (210, 350);
    transmits the updated optimized route specific commands via uplink communication from the external IT resource to the particular aircraft (215, 355); and guide, in response to receipt of the specific optimized route commands updated by the particular aircraft, the particular aircraft according to the specific optimized route commands updated to execute the given flight (220, 365).
    [7" id="c-fr-0007]
    7. The system of claim 6, wherein the realization of the revised command optimization is invoked in response to changes in the flight data obtained.
    [8" id="c-fr-0008]
    The system of claim 1, wherein the processor (405) further executes program instructions executable by a processor to cause the computing device to:
    receives, by the particular aircraft, the specific optimized path commands, the specific optimized path commands comprising a profile of an optimized flight path for the particular aircraft to execute the given flight; and stores, by an on-board system on the particular aircraft, the profile of an optimized flight path for the particular aircraft (360).
    [9" id="c-fr-0009]
    9. The system according to claim 1, further comprising: the reception, by the particular aircraft, of the specific optimized route commands, the specific optimized path commands comprising a listing of command commands; and generating, by an on-board system on the particular aircraft, an optimized flight path for the particular aircraft to execute the given flight (360).
    [10" id="c-fr-0010]
    The system of claim 1, wherein the processor (405) further executes the program instructions executable by a processor to cause the computing device to:
    receives, for a series of aircraft including a plurality of aircraft, at least some aspects of a trajectory negotiated by an external computer resource with an air traffic control entity for the series of aircraft; and
    5 realizes, by the processor of the external computer resource as a function of the flight data obtained and of the at least some aspects of the negotiated trajectory for the series of aircraft, a command optimization to generate specific commands for the path optimized for the series aircraft.
    1/4
    100
    2/4
    200
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    同族专利:
    公开号 | 公开日
    CA2979750C|2020-09-29|
    BR102017020801A2|2018-06-12|
    CA2979750A1|2018-03-30|
    US10460610B2|2019-10-29|
    FR3057076B1|2021-06-25|
    US20180096608A1|2018-04-05|
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    法律状态:
    2018-08-21| PLFP| Fee payment|Year of fee payment: 2 |
    2019-08-20| PLFP| Fee payment|Year of fee payment: 3 |
    2020-04-10| PLSC| Publication of the preliminary search report|Effective date: 20200410 |
    2020-08-19| PLFP| Fee payment|Year of fee payment: 4 |
    2021-08-19| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    US15/282,003|US10460610B2|2016-09-30|2016-09-30|Aircraft profile optimization with communication links to an external computational asset|
    US15282003|2016-09-30|
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