Route planning and ground movement of aircraft based on a navigation model driven to increase operat

专利摘要:
Route Planning and Aircraft Ground Movement Based on a Navigation Model Driven to Increase the Operational Effectiveness of the Aircraft Route Planning and Aircraft Ground Movement Based on a Flight Model driven navigation to improve the operational efficiency of the aircraft is proposed here. A system includes a memory (110) that stores executable components and a processor (112), operatively coupled to the memory (110), that executes the executable components that include an evaluation component (102), a sensor component ( 104), and a route planning component (106). The evaluation component (102) accesses track data, taxiway data, and gate configuration data associated with an airport. The sensor component (104) collects, from a plurality of sensors (116), sensor data related to aircraft performance data and respective states of the runway, taxiway, and taxiway data. door configuration. The route planning component (106) employs a navigation model that is driven to analyze sensor data, runway data, taxiway data, and gate configuration data, and generate a traffic log for the navigation of the aircraft to improve the operational efficiency of the aircraft. Figure for the abstract: Fig 1
公开号:FR3076938A1
申请号:FR1871979
申请日:2018-11-28
公开日:2019-07-19
发明作者:Stefan Alexander SCHWINDT
申请人:GE Aviation Systems LLC；
IPC主号:

专利说明:

The present invention generally relates to route planning and movement and, more specifically, route planning and movement of an aircraft on the ground according to a navigation model driven to increase the operational efficiency of the 'aircraft.
Flight management systems are used in an aircraft cabin to perform complex operations and / or complex calculations that facilitate the navigation of an aircraft during ground operations and in-flight operations. When it comes to ground operations, flight management systems can be used to help the pilot steer the aircraft through the airport (for example, navigating to a door or terminal after landing). The route provided, however, is a “shortest route” between a starting location and an ending location. The shortest route, however, does not take into account the wear and tear of the aircraft, the amount of fuel and other resources consumed, and / or the comfort and safety of the passengers.
According to a first aspect, the invention relates to a system comprising a memory and a processor. The memory can store executable components and the processor can be operatively coupled to the memory and can execute the executable components. Executable components may include an evaluation component that accesses runway data, taxiway data, and airport configuration door data and technical data and aircraft specifications. The executable components can also include a sensor component which can collect sensor data from a plurality of sensors. The sensor data may relate to aircraft performance data and respective states of runway data, taxiway data, and door configuration data. Additionally, the executable components may include a route planning component which may employ a navigation model which is trained to analyze sensor data, runway data, taxiway data, and door configuration data. , and generate a traffic protocol for the navigation of the aircraft at the airport to improve the operational efficiency of the aircraft associated with fuel savings, reduced brake wear, or combinations of these.
Advantageously, the route planning component generates the traffic protocol based on a required arrival time at a destination in the airport.
For example, the executable components further include a navigation model generation component which drives the navigation model by sharing on the cloud between a plurality of models.
Aircraft performance data can include weight, thrust, fuel consumption, or combinations thereof.
For example, the respective states of the runway data and the taxiway data include at least one of a weather condition, traffic information, obstruction information, restriction information, or combinations of them.
Advantageously, the operations further comprise a speed control component which achieves the acceleration and deceleration of the aircraft in the airport as a function of the traffic protocol, and in which the speed control component regulates braking action of the aircraft to minimize wear on the brakes and improve fuel consumption.
The operations may further include a navigation component (304) which performs automated steering of the aircraft at the airport as a function of the traffic protocol.
The operations can also further comprise a collision avoidance component (which receives and generates airport-related data), the aircraft, and operating factors of the aircraft and coordinates with a component to prevent a collision of the aircraft with other objects during automated steering of the aircraft at the airport.
In another aspect, the invention relates to a method which may include determining, by a system operatively coupled to a processor, information related to an aerodrome. The information may include first data associated with an aerodrome runway, second data associated with an aerodrome taxiway, third data associated with an aerodrome door configuration, and fourth data associated aircraft technical data. The method may also include obtaining, by the system, sensor data from one or more sensors. The sensor (s) may include a first sensor which monitors performance data of an aircraft, a second sensor which monitors a first state of the runway, a third sensor which monitors a second state of the taxiway, and a fourth sensor that controls a third state of the door configuration. In addition, the method may include generating, by the system, a traffic protocol based on a navigation model which is driven based on sensor information and data. The traffic protocol can increase operational efficiency of the aircraft, in which operational efficiency includes fuel savings, reduced brake wear, or combinations thereof.
Advantageously, the generation of the traffic protocol includes determining, by the system, a time of arrival required at a destination in the aerodrome, in which the destination is a defined door or a defined runway.
The method further comprises generating, by the system, the navigation model as a function of the operating data received from a plurality of aircraft.
The method further includes training, by the system, the sharing navigation model on the computer cloud between a plurality of models.
For example, the method comprises dynamically adjusting, by the system, an acceleration and a deceleration of the aircraft with the aerodrome as a function of the traffic protocol; and to minimize brake wear by the system and improve aircraft fuel consumption based on the regulation of a braking action during acceleration and deceleration.
For example, the method comprises generating, by the system, data linked to the aerodrome, to the aircraft, and to operating factors of the aircraft; and to coordinate, by the system, a movement of the aircraft in the aerodrome to avoid a collision with one or more objects during an automated steering of the aircraft.
Another aspect relates to a computer-readable storage device comprising executable instructions which, in response to an execution, cause a system comprising a processor to perform operations. Operations may include accessing runway data, taxiway data, and terminal configuration data associated with an airport. Operations may also include obtaining sensor data from one or more sensors. The sensor data may relate to performance data of an aircraft and of the respective states of a runway, a taxiway, and a defined terminal. In addition, operations may include training a model based on sensor data, runway data, taxiway data, and terminal configuration data. In addition, operations may include determining a traffic protocol. It is possible to navigate the aircraft in the airport based on the traffic protocol. In addition, the traffic protocol can increase operational efficiency of the aircraft based on reduced brake wear, fuel savings, or both reduced brake wear and savings. fuel.
For the achievement of the above and relevant objectives, the present invention comprises one or more of the elements described more fully here. The following description and the accompanying drawings present in detail certain illustrative aspects of the present invention. However, these aspects are indicative of only a few of the ways in which the principles of the present invention can be employed. Other aspects, advantages, and new elements of the present invention will become apparent from the following detailed description taken in conjunction with the drawings. It will also be appreciated that the detailed description may include additional embodiments or variations in addition to those described in this summary.
Various nonlimiting embodiments are further described with reference to the accompanying drawings in which:
[Fig.l] [0021] illustrates a non-limiting example of an aircraft ground navigation system according to one or more embodiments described here;
[Fig.2] [0023] illustrates another non-limiting example of a system for driving a navigation model according to one or more embodiments described here;
[Fig. 3] [0025] illustrates another, nonlimiting example of an aircraft navigation and collision avoidance system automated according to one or more embodiments described here;
[Fig. 4] [0027] illustrates another non-limiting example of a collision avoidance system according to one or more embodiments described here;
[Fig. 5] [0029] illustrates another non-limiting example of an automatic route planning and movement system of an aircraft on the ground according to one or more embodiments described here;
[Fig.6] [0031] illustrates a non-limiting example of a method for facilitating route planning and the movement of an aircraft on the ground according to a navigation model trained to improve operational efficiency of the aircraft according to one or more embodiments described here;
[Fig.7] [0033] illustrates a method of route planning of an aircraft on the ground according to one or more embodiments described here;
[Fig.8] [0035] illustrates a method of route planning and movement of an aircraft on the ground according to one or more embodiments described here;
[Fig. 9] [0037] illustrates a non-limiting example of an IT environment in which one or more embodiments described here can be facilitated; and [fig. 10] [0039] illustrates a nonlimiting example of a network environment in which one or more embodiments described here can be facilitated.
Various aspects presented here relate to navigation after an aircraft has landed, or during flight preparation. In one example, the various aspects may facilitate the automatic selection of a runway departure point (for example, a taxiway) based on the actual landing progress / deceleration. For example, depending on the progress of a landing (for example, a long landing) and the actual deceleration (for example, dry, wet, polluted runway), the various aspects can calculate dynamically which exit should be taken for a defined destination door. In one example, the braking performance for an original taxiway can be increased to use a planned taxiway, or a different taxiway can be chosen to minimize brake wear.
According to one or more aspects, route optimization based on performance (rather than the shortest route) can be carried out as presented here. For example, routes can be calculated to a destination gate (or to a runway) by aircraft performance, not based on the shortest route. In some implementations, performance may include taking into account accelerations and / or decelerations that can impact fuel consumption, inertia, and other operational parameters.
In addition, automatic routing as presented here can use taking into account the unavailable traffic lanes using sensors and / or digital data links. For example, digital data links provided by the airport and / or sensors (integrated or provided via a data link) can be used to identify closed and / or unavailable taxiways and to route an optimal route using only available traffic lanes (for example, avoiding a “traffic jam”).
The LIG. 1 illustrates a nonlimiting example of an aircraft ground navigation system 100 according to one or more embodiments described here. For example, navigation can be from a gate (for example, a boarding gate) to a runway. In another example, navigation can be from the runway to the door or the terminal. In yet another example, navigation can be to other locations, such as from the door to a defrost location, then to the runway. In addition, other locations can be used for routing and the aspects described are not limited to routing to / from a door and / or a track.
The system 100 may include an evaluation component 102, a sensor component 104, a route planning component 106, an interface component 108, at least one memory 110, and at least one processor 112. The evaluation component 102 can receive and / or can access input data 114, which can include runway data, taxiway data, and door configuration data associated with an aerodrome (e.g., an airport, general airfields, large commercial airports, military air bases, etc.). For example, runway data may include information about a runway that is believed to be or intended to be used by an aircraft. Runway data may also include information about other taxiways at the airport. Taxiway data may include information about one or more taxiways at the airport, including at least one taxiway that the aircraft is expected to use. The door configuration data may include information relating to the respective configurations of one or more airports. The evaluation component 102 can also receive input data 114 which includes technical data and aircraft specifications (for example, size, weight, engine torque, etc.).
The sensor component 104 can collect sensor data from a plurality of sensors 116 which can be associated with the aircraft or which can be located remotely from the aircraft. One or more of the plurality of sensors 116 can obtain sensor data relating to aircraft performance data. For example, the sensor data may include an aircraft speed, a braking action associated with the aircraft, and / or an aircraft deceleration. Furthermore, one or more of the plurality of sensors 116 can obtain sensor data relating to respective states of the track data, taxiway data, and door configuration data.
One or more of the plurality of sensors 116 may be included, at least in part, in the system 100. Other sensors of the plurality of sensors 116 may be located remote from, and in communication with, the system 100 (and / or other systems). In some implementations, one or more of the plurality of sensors 116 can obtain information regarding airport conditions, including runway conditions, weather conditions, and / or other conditions. In addition, airport runway data may include information regarding a current or anticipated runway condition. The condition may include weather conditions, conditions of use (for example, use by another aircraft, personnel, service vehicles, etc.), or other conditions (for example, planned maintenance, non-shutdowns provided).
The route planning component 106 can employ a navigation model
118 which can be trained to analyze sensor data, runway data, taxiway data, and / or door configuration data. Based on the data and the navigation model 118, the route planning component 106 can generate a traffic protocol for navigating the aircraft at the airport to improve the operational efficiency of the aircraft. The traffic protocol can navigate the aircraft from a current location to a target location. For example, if the aircraft has landed, navigation may be from the runway to an assigned door. In another example, if the aircraft is scheduled for takeoff, navigation may be from the door to the assigned runway.
For example, airports may include one or more taxiways, which are paths that connect runways with other areas, such as aprons, hangars, doors, terminals, etc. Traffic lanes usually have various speed limits for safety reasons. Some airports may have high-speed or fast-exit taxiways that may allow the aircraft to depart the runway at higher speed than other taxiways allow. Therefore, in some implementations, to save fuel, the route planning component 106 may use a quick exit taxiway after landing so that the moment during landing can be used to turn on. the fast exit taxiway (for example, the aircraft does not need to decelerate quickly to get out of the runway, which can save fuel). For example, for jet engines, turning the turbine can use a lot of fuel. Therefore, when landing and when an exit is made on a high-speed taxiway, the aircraft may use landing speed, which can also decrease brake wear. In some implementations, aerodynamic models can be used by the route planning component 106. In one example, the use of reverse thrust and / or brakes can be reduced (for example, spoilers can be used as airbrakes) depending on aerodynamic models. In some implementations, depending on the layout of the airport, it may be more efficient from the point of view of fuel and brake wear to continue driving and to use the halftone to remove speed, which can be determined using aerodynamic models.
Information regarding the traffic protocol can be output by the interface component 108 as output data 120, which can include audible and / or visual data. According to certain implementations, the interface component 108 can be a component of the system 100. Nevertheless, according to certain implementations, the interface component 108 can be separated from the system 100, but in communication with the system 100. By example, the interface component 108 can be associated with a device co-located in the system (for example, in an aircraft cabin). In another example, the interface component 108 can be included in a device located at a distance from the system and associated with a pilot or another entity. For example, the device can be a mobile phone, a tablet, a laptop, and other computing devices.
To determine the traffic protocol, the route planning component 106 can try to improve the operational efficiency of the aircraft. According to some implementations, the route planning component 106 can take the arrival time required at a door as a factor during the generation of the traffic protocol. For example, the route planning component 106 may take the weight, thrust, and fuel consumption of the aircraft as a factor during the generation of the traffic protocol. In another example, the route planning component 106 may take airport runway condition and weather conditions as a factor when generating the traffic protocol.
In another example, the route planning component 106 can use a take-off time and a current state of traffic from the airport to generate the route. In one example, the route planning component 106 may indicate that the aircraft must remain at a terminal until a specified time to avoid congestion along the taxiways. In some implementations, the route planning component 106 may attempt to move the aircraft from the terminal to the runway (and vice versa) with a minimum number of stops and / or locations where the aircraft should slow down. In another example, the route planning component 106 may choose a route to maintain the moment of landing of the aircraft and / or in such a way that no other (or minimum) accelerations are necessary (for example, minimization of stops during the route from the taxiway to the terminal area).
According to some implementations, the system 100 (for example, by the interface component 108) can provide an indication, such as a warning, to indicate that the aircraft will not arrive on the runway in time (by example, depending on the navigation model 118) and therefore a different time window should be requested from the traffic control tower. In an implementation, the system 100 can automatically request a different time window.
Although presented above in relation to a single aircraft, according to certain implementations, the system 100 can be configured to optimize routes and / or the movement of a multitude of aircraft. In one example, system 100 can be used with all aircraft in the airport or a subset of aircraft in the airport.
The at least one memory 110 can be functionally coupled to the at least one processor 112. The at least one memory 110 can store executable computer components and / or computer executable instructions. The at least one processor 112 can facilitate the execution of the executable computer components and / or the executable instructions computer stored in the at least one memory 110. The term “coupled” or variants thereof can include various communications including , but not limited to, direct communications, indirect communications, wired communications, and / or wireless communications.
The at least one memory 110 can store protocols associated with the facilitation of the navigation of the aircraft as presented here. In addition, the at least one memory 110 can facilitate the action of controlling the communication between the system 100, other systems, and / or other devices, so that the system 100 can employ protocols and / or stored algorithms to obtain improved navigation as described here.
Note that although one or more of the executable computer components and / or computer executable instructions can be illustrated and described here as separate components and / or instructions from the at least one memory 110 (for example, functionally connected to at least one memory 110), the various aspects are not limited to this implementation. Rather, according to various implementations, the one or more of the executable computer components and / or one or more of the computer executable instructions can be stored in (or integrated in) the at least one memory 110. Furthermore, while various components and / or instructions have been illustrated as separate components and / or as separate instructions, in some implementations, multiple components and / or multiple instructions may be implemented as a single component or as a single instruction. In addition, a single component and / or a single instruction can be implemented as multiple components and / or as multiple instructions without departing from the exemplary embodiments.
It will be appreciated that the data storage components (for example, memories) described here can be either a volatile memory or a non-volatile memory, or can include both a volatile and non-volatile memory. As an example and not a limitation, a non-volatile memory may include a read only memory (ROM), a programmable ROM (PROM), an electrically programmable ROM (EPROM), an electrically erasable and programmable ROM (EEPROM), or a flash memory. A volatile memory can include a random access memory (RAM), which acts like an external cash memory. As an example and not a limitation, one is available in many forms such as synchronous RAM (SRAM), dynamic RAM (), synchronous DRAM (SDRAM), SDRAM with double data access speed (DDR SDRAM) ), an improved SDRAM (ESDRAM), a synchronous link DRAM (SLDRAM), and a direct Rambus RAM (DRRAM). The memory for the aspects described is intended to include, but not be limited to, these and other types of memory.
The at least one processor 112 can facilitate the respective analysis of the information relating to the navigation and / or the movement of the aircraft. The at least one processor 112 may be a processor dedicated to the analysis and / or the generation of actions as a function of data received, a processor which controls one or more components of the system 100, and / or a processor which both analyzes and generates models based on data received and controls one or more components of system 100.
The LIG. 2 illustrates another non-limiting example of a system 200 for driving a navigation model according to one or more embodiments described here. The repeated description of identical elements used in other embodiments described here is omitted for the sake of brevity.
The system 200 may include one or more of the components and / or functionalities of the system 100 and vice versa. The system 200 may include a navigation model generation component 202 which can generate the navigation model 118 based on operating data received from a plurality of aircraft. For example, data from one or more aircraft may be aggregated and used by the navigation model generation component 202 to train the navigation model 118. Aggregated data between the one or more aircraft may be useful since one or more aircraft may not have been used to fly at a particular airport before, or may not travel to the airport frequently. Thus, information from the plurality of aircraft can be used to supplement the data that can be gathered by a single aircraft. For example, a large body of information on landing, traffic, and navigation at the airport can be used to train or generate the model. According to certain implementations, the navigation model 118 can also be trained by sharing on the computer cloud between a plurality of models. For example, models are not static but can be updated dynamically and constantly when new information is obtained. Therefore, cross-learning can be facilitated between systems / models to allow accelerated learning and to share information (e.g., delays, obstacles on a runway / taxiway, lane closures / taxiways not planned, emergency situations, etc.).
According to some implementations, the navigation model generation component 202 can drive the navigation model 118 by sharing on the computer cloud between a plurality of models. For example, various aircraft and / or other systems that have information about a defined airport may provide information about the airport on the cloud (for example, cloud computing). The information can be stored in a database (for example, in the cloud network) and can be evaluated as necessary when an aircraft is to land on and / or depart from the airport. Such data can augment current airport data, as gathered by the one or more sensors 116.
The traffic protocol determined by the route planning component 106 may include a route which may be more efficient in terms of fuel economy, rather than a route which is the shortest distance. For example, the route planning component 106, or the navigation model 118, can evaluate aircraft performance data, which may include aircraft weight, aircraft thrust, fuel consumption of the aircraft, or combinations thereof. In addition, the route planning component 106, or the navigation model 118, can evaluate the respective states of the runway data and the taxiway data, which may include at least one of a weather condition, weather information. traffic, obstruction information, restriction information, or combinations thereof. Based on the analysis, the route planning component 106, or the navigation model 118, can determine a route that should be taken in order to save fuel, decrease brake wear, and / or increase one or more other efficiencies of the aircraft.
According to some implementations, the system 200 may include a deviation component 204 which can dynamically reevaluate and update a route. In more detail, the system 200 may receive, as input data 114, detailed airport surface map data (for example, information regarding one or more taxiways with respective acceptable speeds and weights) , aircraft performance data (including weight, thrust, aircraft fuel consumption), known runway conditions, inaccessible areas, required arrival time at the door, entries from anywhere what collision or obstacle alert sensors may be available (for example, light wave detection and telemetry (LIDAR), autonomous collision avoidance system (ACAS), optics, etc.). For example, data received from a speed camera or LIDAR can be used to identify where the runway is located and if there is something located on the runway. Depending on some implementations, a camera or infrared camera can be used to determine if there are obstacles on the runway.
According to some implementations, input data 114 may include learned data. For example, system 200 can learn actual performance data from the aircraft, which may be different from specification data (for example, assumed performance data). Thus, rather than using the thrust data supplied by an engine manufacturer, the 200 system can learn the amount of thrust from the engines installed on the aircraft actually supplied with the actual fuel consumption (for example, measured).
The route planning component 106, according to the navigation model 118, can evaluate the runway assigned to the landing and the assigned door and, according to the evaluation, can determine a better or more optimal route by calculating segments with weights for speed and speed changes. Penalty factors may apply for any acceleration or deceleration that must take place. In addition, the route planning component 106 can remove any segments that are inaccessible and recalculate if necessary. Optionally, the route planning component 106 can prepare alternatives to non-optimal landing. In addition, the route planning component 106 can monitor the progress of the landing and identify where the aircraft actually touched down. If it is in the right place (for example, if it can use the designated lane), everything is done according to calculations. If it is too long (for example, if it exceeds the traffic lane), the deflection component 204 can determine whether to increase the braking action to obtain the original routing or to use another routing ( for example, a different traffic lane).
For example, the "brake to vacate" (BTV) system is a system that allows a pilot to preselect a stopping distance and a speed for a selected taxiway. The BTV can calculate a distance and can provide a warning if there is not a sufficient runway available in wet / dry conditions. The BTV can also provide the braking settings that should be used to achieve the required stopping distance. As presented here, the various aspects can, depending on the information available (for example, runway conditions, available / free taxiways, taxiway speeds, destination gate), calculate braking settings rather than using a pilot estimate.
On the runway, the BTV places the order with a runway overrun warning and alert system (ROAAS) / a runway overrun protection. ROAAS can be used to control actual deceleration compared to a runway length and can provide an alert or indication to use maximum braking to prevent a runway overrun. As presented here, the various aspects can compare a flight performance with the model. If the touchdown of the aircraft is different from that calculated (for example, a non-optimal landing), then calculate the next optimal taxiway. Either to increase the braking performance to obtain the original lane or to choose the next optimal lane (you can pass one or more).
In addition, rather than determining a route as a function of the shortest distance, the various aspects presented here can calculate routes as a function of the performance of the aircraft and find a route which is the most optimal for performance. . This can be a route with a minimum number of accelerations to avoid the inertia of engine acceleration and the associated fuel consumption. The route may also include elevation profiles, if applicable at the airport, and other factors which may decrease the time to destination and / or reduce fuel consumption at destination.
FIG. 3 illustrates another non-limiting example of an automated aircraft collision avoidance and navigation system 300 according to one or more embodiments described here. The repeated description of identical elements used in other embodiments described here is omitted for the sake of brevity.
The system 300 may include one or more of the components and / or functionalities of the system 100, of the system 200, and vice versa. The system 300 may include a speed control component 302 which can accelerate and / or decelerate the aircraft at the airport as a function of the traffic protocol. In some implementations, the speed control component 302 can regulate an aircraft braking action to minimize brake wear and improve fuel consumption, which can be achieved constantly.
For example, the speed control component 302 can decrease the number of times an engine must "spin" in order to accelerate. To perform the actual thrust control of the aircraft, there may be a delay between the physical thrust of the levers and the creation of the acceleration effect. Compared to pushing a gas pedal in a vehicle and receiving a quick response, there can be a significant delay between the push of the aircraft and its movement. As a result, it can be difficult to achieve optimal thrust adjustment to achieve the desired speeds without pushing the thrust too far forward to accelerate the engines to the maximum. Then, when the aircraft begins to taxi, the thrust must be reduced because the aircraft is now going too fast. This manual operation can reduce fuel efficiency.
The speed control component 302 can use a closed loop control which can establish a thrust level so that the pilot can steer manually but does not have to control the speed of the aircraft. Thus, the flight management system (for example, the speed control component 302) can connect to the thrust system which uses optimal settings to control the amount of thrust applied to the acceleration of the engines during the crossing of the determined route. In some implementations, if an automatic speed control is not engaged, the speed control component 302 may provide guidance visually, audibly, or in other noticeable formats. The system 300 may also include a navigation component 304 which can perform an automated landing and an aircraft direction in the airport as a function of the traffic protocol. For example, the navigation component 304 can use the traffic protocol determined by the route planning component 106 to automatically land and / or steer the aircraft on the ground. In certain implementations, data coming from its one or more sensors 116 can be analyzed by the navigation component 304 during the automatic landing and direction of the aircraft towards the defined gate or the aircraft stopping point. . Thus, if the aircraft has automatic steering capability, routing can be used to automatically "steer" the aircraft to the door (or to the runway). In some implementations, if automatic steering is not enabled, the navigation component 304 may provide guidance visually, audibly, or in other noticeable formats.
According to certain implementations, the navigation component 304 can regulate the actuation of the brakes of the aircraft to minimize wear on the brakes. The regulation of the braking action can be facilitated by the route planning component 106 when the route is determined and supplied as output data 120.
In some implementations, the navigation component 304 can be interfaced with an electric aircraft tug in order to save fuel resources. For example, an electric aircraft tug can move an aircraft more efficiently because reactors are not fuel efficient to move the aircraft on the ground. In addition, an electric aircraft tug can provide a torque that is at a level sufficient to overcome the inertia of a heavy aircraft. In addition, an electric aircraft tug can recover energy when braking the aircraft. Thus, the navigation component 304 can communicate wirelessly with the electronic aircraft tug for autonomous steering of the aircraft. Thus, the flight management system (for example, navigation component 304) can provide instructions to the electronic aircraft tug, which can move the aircraft and provide direction. When this is finished, the electronic aircraft tug can be used for another aircraft.
FIG. 4 illustrates another non-limiting example of a collision avoidance system 400 according to one or more embodiments described here. A repetitive description of identical elements used in other embodiments described herein is omitted for the sake of brevity.
The system 400 may include one or more of the components and / or functionalities of the system 100, of the system 200, and / or of the system 300, and vice versa. The system 400 may include a collision avoidance component 402 which can receive and generate data related to various conditions associated with a road crossed at the airport. For example, the data received and generated by the collision avoidance component 402 may include, but is not limited to, factors relating to the airport, the aircraft, the environment and the operation of the aircraft. The collision avoidance component 402 can coordinate with the speed control component 302 and / or the navigation component 304 to prevent a collision of the aircraft with other objects. As an example and not a limitation, the objects may include people, vehicles, carts, luggage, debris, etc.
The system 400 may also include a mapping component 404 which can facilitate the routing and navigation of the aircraft to avoid dangerous areas, prohibited areas, or other areas. For example, at an airport there may be certain areas where an aircraft is prohibited from entering depending on the size of the aircraft, or one or more areas may be prohibited to any aircraft. The area or area may be closed due to the risk of jet blast, which occurs when engine thrust is high (for example, high air outlet speed), which can occur when aircraft are maneuvered (for example, turning to go from the door to the runway). This can also take place before or during takeoff and / or after landing. The blast from the produced reactor can injure people and / or objects that are located behind the aircraft. Other considerations may include noise reduction. In some implementations, the blast of the reactors may be reduced by the use of electric aircraft tugs to move away from the gate and move the aircraft through the airport.
Consequently, information concerning the restricted areas can be supplied to the mapping component 404, which can evaluate a route determined by the route planning component 106 for one or more restricted areas. If a restricted area is found on the route, a notification can be transmitted from the mapping component 404 to the route planning component 106 to modify the route. As a result, the aircraft can be prevented from entering restricted areas, which can increase airport security.
In certain situations, a closure of part of the airport may be unforeseen (for example, an accident, a fuel leak, traffic jams, etc.) or may be known in advance (for example, construction, maintenance, etc.), a digital broadcast can be transmitted and received by the system (for example, the evaluation component 102), especially in the case of unexpected closings. Thus, the system can automatically determine an optimal route taking into account the newly received information.
According to certain implementations, the planned route, the restricted areas, and / or other information can be presented on the interface component 108. In certain implementations, the pilot or another entity can interact with the interface component 108 for manually reconfiguring the route or other aspects of navigation and / or for requesting a change to navigation.
According to certain implementations, the mapping component 404 can comprise data linked to all the major airports (and several non-major airports), a configuration of doors, a mapping of runways, a mapping of taxiways, and other information in an electronic mapping format. The mapping component 404 can communicate with the evaluation component 102 and provide information concerning a target airport (for example, the airport analyzed). The mapping component 404 can receive explicit information on airports and can infer information on these airports, or on other airports, based on information received from other systems / aircraft and / or via a sharing network. cloud-based resource.
According to certain implementations, the various systems can include respective interface components or display units (for example, the interface component 108) which can facilitate the entry and / or exit of information to one or more display units. Interface component 108, in one example, can be an easy-to-use interface such as an electronic cockpit organizer (EPPO), which is an electronic information management device that helps facilitate flight management tasks .
As an example and not a limitation, a graphical user interface can be output on one or more display units and / or mobile devices as presented here, which can be facilitated by the interface component. A mobile device can also be called, and can contain some or all of the functionality of a system, a subscriber unit, a subscriber station, a mobile station, a mobile, a mobile device, a device, a terminal without wire, remote station, remote terminal, access terminal, user terminal, terminal, wireless communication device, wireless communication device, user agent, user device, or equipment user (EU). A mobile device can be a cell phone, a cordless phone, a session initiation protocol (SIP) phone, a smartphone, a digital phone, a wireless local loop station (WLL), a personal digital assistant ( PDA), laptop, portable communication device, portable computing device, ultraportable, tablet, satellite radio, data card, wireless modem card, and / or other processing device for communicating over a wireless system. Furthermore, although presented in relation to wireless devices, the aspects described can also be implemented with wired devices, or with both wired and wireless devices.
The display units (as well as other interface components presented here) can provide, a command line interface, a voice interface, a natural language text interface, and the like. For example, a graphical user interface (GUI) can be presented which provides a user with a region or means for loading, importing, selecting, reading, etc., various queries and can include a region for presenting the results of the various queries. These regions can include known text and / or graphic regions which include dialog boxes, static commands, drop-down menus, list boxes, pop-up menus, editing commands, combo boxes, radio buttons, check boxes, push buttons, graphic boxes, etc. In addition, functions to facilitate the transport of information, such as vertical and / or horizontal scroll bars for navigation and toolbar buttons to determine whether a region can be viewed, can be used. Thus, it can be inferred that the user wants the action to be performed.
The user can also interact with the regions to select and provide information by various devices such as a mouse, a trackball, a keyboard, a touchpad, a pen, gestures captured with a camera, a touch screen. , and / or activation by voice, for example. In one aspect, a mechanism, such as a push button or the enter key on the keyboard, can be used after entering information to initiate an information transport. Nevertheless, it will be appreciated that the aspects described are not thus limited. For example, simply highlighting a check box can initiate information transport. In another example, a command line interface can be used. For example, the command line interface can request information from the user by providing a text message, producing audio, or the like. The user can then provide suitable information, such as an alphanumeric entry corresponding to an option provided in the interface prompt or an answer to a question asked. It will be appreciated that the command line interface can be used in conjunction with a GUI and / or an application program interface (. In addition, the command line interface can be used in connection with hardware (for example eg video cards) and / or displays (eg black and white, and VGA (EGA) screen) with limited graphics support, and / or low bandwidth communication channels.
The LIG. 5 illustrates another non-limiting example of a system 500 for automating the route planning and the movement of an aircraft on the ground according to one or more embodiments described here. The repeated description of identical elements used in other embodiments described here is omitted for the sake of brevity.
The system 500 may include one or more of the components and / or functionality of the system 100, of the system 200, of the system 300, and / or of the system 400 and vice versa. System 500 may include a reasoning and machine learning component 502, which may employ reasoning and machine learning procedures (for example, the use of explicitly and / or implicitly trained statistical classifiers) in connection with the realization inference and / or probabilistic determinations and / or determinations based on statistics according to one or more aspects described here.
For example, the machine learning and reasoning component 502 can employ principles of theoretical and probabilistic decision inference. In addition, or alternatively, the machine learning and reasoning component 502 can rely on predictive models established using machine learning and / or automated learning procedures. An inference centered on logic can also be used separately or in conjunction with probabilistic processes.
The machine learning and reasoning component 502 can infer a route which should be taken as a function of the characteristics of the airport, the characteristics of the aircraft, environmental conditions, operating conditions, and / or conditions of another aircraft and / or other objects. According to a specific implementation, the system 500 can be implemented for an on-board aeronautical system of an aircraft. In addition, the inferred route can be used to control the speed and / or direction of the aircraft. Depending on knowledge, the machine learning and reasoning component 502 can cause a model (for example, the navigation model 118) to make an inference based on whether a route is acceptable or should be changed.
As used here, the term “inference” generally refers to the reasoning process concerning or inferring states of the system, of a component, of a module, of the environment, and / or of goods to from a series of observations captured from events, reports, data and / or any other form of communication. Inference can be used to identify a specific context or action, or can generate a distribution of probabilities between states, for example. The inference can be probabilistic. For example, calculating a probability distribution between states of interest based on a consideration of the data and / or events. Inference can also refer to techniques used to compose higher-level events from a series of events and / or data. Such an inference can result in the construction of new events and / or actions from a set of observed events and / or stored event data, whether or not the events are correlated in close temporal proximity, and if the events and / or data come from one or more sources of events and / or data. Various classification schemes and / or systems (e.g., carrier vector machine, neural network, logic-centered production systems, Bayesian belief networks, fuzzy logic, data fusion engines, etc.) can be used in connection with the realization of an automatic and / or inferred action in connection with the aspects described.
The various aspects (for example, in connection with the route planning and the movement of an aircraft on the ground according to a navigation model trained to improve the operational efficiency of the aircraft) can employ various schemes. based on artificial intelligence to achieve various aspects. For example, a process for evaluating one or more of the planned paths and a current state (for example, landing of the aircraft too fast, landing conditions different from those expected, obstacles on a taxiway, etc.) may be used to predict an alternate route that should be taken by the aircraft to improve one or more performance of the aircraft, which can be triggered by an automatic classifier system and process.
A classifier is a function that maps an input attribute vector, x = (xl, x2, x3, x4, xn), to a confidence that the input belongs to a class. In other words, f (x) = trust (class). Such a classification can use a probabilistic and / or statistics-based analysis (for example, taking into account the analysis tools and costs) to predict or infer an action that should be implemented according to the operating conditions received and current conditions, whether to selectively modify a recommended route, etc. In the case of route planning and navigation, for example, attributes can be the identification of previous routes based on historical information (for example, navigation model 118) and classes can be criteria of how to interpret and implement one or more actions (for example, speed control, steering) depending on the route.
A support vector machine () is an example of a classifier that can be used. It works by finding a hypersurface in the space of possible inputs, which hypersurface seeks to separate the trigger criterion from non-trigger events. Intuitively, this makes the classification correct for testing data that may be similar, but not necessarily identical to training data. Other directed and non-directed model classification approaches (for example, naive Bayes, Bayesian networks, decision trees, neural networks, fuzzy logic models, and probabilistic classification models) providing different grounds for independence can be used. A classification as used here can include a statistical regression which is used to develop priority models.
One or more aspects may employ classifiers which are explicitly trained (for example, by generic training data) as well as classifiers which are implicitly trained (for example, by observing and recording gestural behavior in an unstable environment , by receiving extrinsic information (for example, sharing on the cloud, etc.). For example, can be configured through a learning or training phase in an element selection and classifier builder module Thus, a classifier (s) can be used to automatically learn and perform a certain number of functions, including but not limited to determining according to predetermined criteria how to route an aircraft at an airport (by example, taking into consideration the size of the aircraft and the space available in certain parts of the route (e.g. mple, can the aircraft pass unhindered through the area), if a more efficient route can be crossed, changes to a route in real time depending on changing circumstances such as, for example, obstacles on the runway or taxiway, the movement of another aircraft and others.
In addition, or alternatively, an implementation diagram (for example, a rule, a policy, etc.) can be applied to control and / or regulate one or more routes which can be crossed by aircraft as well than aircraft that are routinely planned to cross a defined route. In some implementations, based on a predefined criterion, the implementation based on rules can automatically and / or dynamically adjust an aircraft speed and / or steer the aircraft. In response to this, the rule-based implementation can automatically interpret and perform functions associated with route planning and navigation based on a cost-benefit analysis and / or a risk analysis using a (rules) predefined and / or programmed (s) based on any desired criteria.
Methods which can be implemented according to the present invention will be better appreciated with reference to the following flowcharts and / or to the previous routing diagrams. While, for reasons of simplicity of explanation, the methods are shown and described as a series of blocks, it must be understood and appreciated that the aspects described are not limited by the number or the order of the blocks, since certain blocks can appear in different orders and / or approximately at the same time as other blocks compared to what is represented and described here. In addition, all the blocks illustrated do not require the procedures described to be implemented. It will be appreciated that the functionality associated with the blocks can be implemented by software, hardware, a combination thereof, or any other suitable means (for example, device, system, process, component, and the like). In addition, it will further be appreciated that the methods described can be stored on an article of manufacture to facilitate the transport and transfer of such methods to various devices. Those skilled in the art will understand and appreciate that the methods can alternatively be represented as a series of related states or events, as in a state diagram. According to certain implementations, the methods can be carried out by a system comprising a processor. In addition, or alternatively, the method can be carried out by a machine-readable storage medium and / or a non-transient computer-readable medium, comprising executable instructions which, when executed by a processor, facilitate the execution of processes.
FIG. 6 illustrates a nonlimiting example of a method 600 to facilitate route planning and the movement of an aircraft on the ground as a function of a trained navigation model in order to improve the operational efficiency of the aircraft in one or more modes described here. The repeated description of identical elements used in other embodiments described here is omitted for the sake of brevity.
The method 600 begins, in 602, when historical information can be obtained (for example, via the evaluation component 102). Historical information may include airport data, aircraft data, route data, and time data. For example, airport data can include historical information about the airport, such as information about one or more runways, one or more taxiways, door configuration, restricted areas, etc. Aircraft data may include specifications associated with the aircraft such as weight, size, and engine parameters. Route data may include information about an expected route. For example, if an aircraft lands, the route data may include a runway on which the aircraft lands and a taxiway that the aircraft is expected to take after landing. In another example, the route data may include an expected route between a door and the runway. The time data can be an expected time of arrival at the door and / or an expected departure time.
In 604, sensor information can be received to add to the historical data (for example, via the sensor component 104). Sensor information may include detected parameters that are associated with the aircraft (for example, speed, location, landing state, current weight (including passengers and / or cargo), fuel consumption , etc.). Sensor data may also include information about the airport (for example, aircraft traffic active at the airport, unplanned closures of runways and / or taxiways, obstacles on a runway and / or a traffic lane, etc.).
In 606, a model is trained on the historical information, the sensor data, or both the historical information and the sensor data (for example, via the navigation model generation component 202). According to some implementations, training the model may include training the model by sharing on the cloud between a plurality of models. In some implementations, training the model can be done based on operating data received from one or more other aircraft. Operating data can be received by sharing on the computer cloud according to an implementation mode (for example, a cloud computer network).
Depending on the model trained, in 608, a determination is made of whether the planned route will satisfy the time criteria (for example, via the route planning component 106). For example, the model can assess the planned route based on time criteria and one or more operational efficiencies (for example, will the planned route save fuel by meeting the time criteria). If the planned route meets the time criteria ("YES"), the process continues in 610, and the planned route is used.
If the planned route will not satisfy the time criterion ("NO"), in 612, the route can be reconfigured as a function of the historical information and of sensor information (for example, via the diversion component 204). For example, if the aircraft has landed and it is automatically determined that the braking action is not what was expected (for example, as determined by the one or more sensors), the planned route may be recalculated and a new reconfigured route. In another example, if the aircraft lands further on the runway than originally planned, the method can determine whether it is better to increase the braking action in order to use the planned taxiway at the origin, or if it is better to take the next lane.
When or after it is determined (in 610) that the planned route should be used, or when or after the route has been reconfigured (in 612), the method 600 continues, in 614, and a determination is made of if the aircraft speed control has been activated (for example, via the speed control component 302). Speed control can also improve operational efficiencies, including fuel efficiency, of the aircraft. For example, by activating the speed control, the acceleration (for example, thrust) and / or deceleration of the aircraft can be controlled automatically.
If the speed control has been activated (“YES”), in 616, the speed of the aircraft can be controlled automatically (for example, via the speed control component 302). If the speed control has not been activated ("NO"), or after the speed control has been activated, a determination can be made, in 618, of whether the direction of the aircraft has been activated (by example, via navigation component 304). If the direction of the aircraft has not been activated ("NO"), process 600 can be terminated. If the direction has been activated (“YES”), in 620, the direction control of the aircraft can be carried out automatically (for example, via the navigation component 304). According to some implementations, if the automatic speed and / or the automatic steering are not activated, outputs can be produced (for example, visible, audible, etc.) which allow guidance concerning the speed and / or the direction.
Thus, the method 600 (as well as other aspects described here) can provide door-to-door navigation solutions (for example, doors from the same airport, doors from different airports). Enhanced aircraft control automation can also be provided (e.g. speed control, direction control) to improve efficiency and safety. In addition, by recalculating and optimizing one or more routes, airline planning can be improved and operating costs reduced.
[0107] FIG. 7 illustrates a method 700 for the route planning of an aircraft on the ground according to one or more embodiments described here. The repeated description of identical elements used in other embodiments described here is omitted for the sake of brevity.
In 702, the method 700 can include determining, by a system operatively coupled to a processor, information linked to an aerodrome (for example, via the evaluation component 102). The information may include first data associated with an aerodrome runway, second data associated with an aerodrome taxiway, and an aerodrome door configuration. According to some implementations, the data may include, but is not limited to, detailed airport surface map information (for example, information regarding all taxiways and associated speeds and weights), known runway conditions, inaccessible areas (for example, restricted areas), and / or any required arrival time at the door. In some implementations, aircraft information may also be provided such as, for example, aircraft performance data, which may include the weight, thrust, and fuel consumption of the aircraft. In addition, inputs from a collision or obstacle alert system that are available (for example, LIDAR, radar, ACAS, optics, etc.) can be provided.
Sensor data can be obtained by the system from one or more sensors, at 704 (for example, via the sensor component 104). The one or more sensors may include a first sensor which monitors aircraft performance data, a second sensor which monitors a first runway condition, a third sensor which monitors a second taxiway condition, and a fourth sensor which controls a third state of the door configuration.
In addition, in 706, the system can generate a traffic protocol according to a navigation model which can be trained according to information and data from sensors. The traffic protocol can increase operational efficiency of the aircraft (for example, via route planning component 106). According to some implementations, generating the traffic protocol may include determining, by the system, a required arrival time at a destination with the aerodrome. The destination can be a defined gate or a defined track.
The method 700 can also include generating the navigation model based on operating data received from a plurality of aircraft. In some implementations, method 700 may include training the navigation model based on sharing between a plurality of models on a computer cloud.
According to one embodiment, the method can include dynamically adjusting, by the system, an acceleration and / or a deceleration of the aircraft in the aerodrome as a function of the traffic protocol. In addition to this implementation, the method can include minimizing, by the system, the wear of the brakes and improving the fuel consumption of the aircraft based on the regulation of a braking action during the acceleration and deceleration. In an additional implementation or a variant, the method may include directing, by the system, the aircraft into the aerodrome according to the traffic protocol and based on avoiding regulated parts of the aerodrome.
In addition, according to certain implementations, the method can include generating, by the system, data related to the aerodrome, to the aircraft, and to operating factors of the aircraft. In addition to these implementations, the method may include coordinating, by the system, a movement of the aircraft in the aerodrome to avoid a collision with one or more objects during an automated steering of the aircraft.
According to some implementations, the method can include generating the navigation model based on operating data received from a plurality of aircraft. In some implementations, the method may include training the sharing cloud model on the cloud between a plurality of models.
[0115] FIG. 8 illustrates a method 800 for the route planning and the movement of an aircraft on the ground according to one or more embodiments described here. The repeated description of identical elements used in other embodiments described here is omitted for the sake of brevity.
Door to door navigation is desired for improved planning and a reduction in errors due to human factors. Airlines face great pressures on operating costs (for example, delays, fuel costs). The various aspects presented here facilitate automated planning by providing detailed arrival estimates and can reduce fuel usage by avoiding unnecessary acceleration and deceleration as well as by optimal routing along taxiways. The various aspects also take into account non-optimal landings to provide the most efficient routing rather than a static braking distance calculated from an assumed landing position. Errors can be reduced by ensuring that paths are clear of obstacles (for example, maintenance tools, traffic crossing, not hitting constructions on the sides) as well as by allowing the optimization of an order automatic steering and / or speed (when sensors and controls are available).
The method 800 begins, in 802, when a system operatively connected to a processor accesses runway data, taxiway data, and door configuration data associated with an airport (for example, via the evaluation component 102). In 804, the system can obtain sensor data from one or more sensors (for example, via sensor component 104). The sensor data may relate to aircraft performance data and to the respective states of a runway, a taxiway, and a defined gate. Sensor data can provide real-time or near real-time information.
Based on sensor data, runway data, taxiway data, and door configuration data, the system can drive a model, in 806 (for example, via the model generation component 202). In 808, the system can determine a traffic protocol (for example, via the route planning component 106). It is possible to navigate the aircraft in the airport according to the traffic protocol. In addition, the traffic protocol can increase operational efficiency of the aircraft.
In addition, the method 800 may include determining, by the system, a required arrival time at a destination in the defined airport, at 810 (for example, via the route planning component 106). The destination can be a defined gate or a defined track. For example, the defined time may be one hour when the aircraft is expected at the gate (for example, for the embarkation / disembarkation of passengers / goods). In another example, time can define a take-off time that specifies when the aircraft is to be on the runway and ready for take-off.
In 812, the system can evaluate the current conditions of the aircraft and the airport (for example, via the sensor component 104). In 814, the traffic protocol can be updated according to the defined required arrival time and the current conditions of the aircraft and the airport (for example, via the route planning component 106).
In order to provide a context for the various aspects of the present invention, the figures. 9 and 10 and the following presentation are intended to provide a brief and general description of a suitable environment in which the various aspects of the present invention can be implemented.
[0122] With reference to FIG. 9, an example of an environment 910 for implementing various aspects of the present invention includes a computer 912. The computer 912 includes a processor unit 914, a system memory 916, and a system bus 918. The system bus 918 couples system components including, but not limited to, system memory 916 at processor unit 914. Processor unit 914 can be any of various processors available. Multi-core microprocessors and other multi-processor architectures can also be used such as the 914 processor unit.
The system bus 918 can be any one of various types of bus structure (s) including the memory bus or a memory command, a peripheral bus or an external bus, and / or a local bus using any variety of bus architectures available including, but not limited to, 8-bit bus, industry standard architecture (ISA), micro-channel architecture (MSA), extended ISA (EISA), smart electronics for readers (IDE), a VESA local bus (VLB), a peripheral component interconnect bus (PCI), a universal serial bus (USB), an advanced graphics port (AGP), a PC Card bus (PCMCIA), and a system interface for small computers (SCSI).
The system memory 916 includes a volatile memory 920 and a non-volatile memory 922. The elementary input / output system (BIOS), containing the basic routines for transferring information between elements in the computer 912, such as during startup, is stored in non-volatile memory 922. By way of illustration, and not by way of limitation, non-volatile memory 922 may include a read-only memory (ROM), a programmable ROM (PROM), an electrically programmable ROM ( EPROM), an electrically erasable and programmable ROM (EEPROM), or a flash memory. The volatile memory 920 includes a random access memory (RAM), which acts as an external cache memory. As an illustration and not a limitation, RAM is available in many forms such as synchronous RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), SDRAM with double data access speed (DDR SDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), RAM
Direct Rambus (DRRAM).
The 912 computer also includes removable / non-removable, volatile / non-volatile computer storage media. The LIG. 9 illustrates, for example, 924 disk storage. 924 disk storage includes, but is not limited to, devices such as a magnetic disk drive, floppy drive, tape drive, Jaz drive, a Zip drive, an LS-100 drive, a flash memory card, or a memory stick. In addition, 924 disk storage can also include storage media separately or in combination with other storage media including, but not limited to, an optical disc drive such as a CD-ROM device (CD-ROM) , a recordable CD player (CD-R Drive), a rewritable CD player (CD-RW Drive) or a digital versatile disc player (DVD-ROM). To facilitate the connection of disk storage 924 to the system bus 918, a removable or non-removable interface is usually used, such as the interface 926.
It will be appreciated that the LIG. 9 describes software which acts as an intermediary between users and the basic computer resources described in the suitable operating environment 910. Such software includes an operating system 928. The operating system 928, which can be stored on disk storage 924, acts to control and allocate resources from computer 912. System applications 930 take advantage of resource management by the operating system 928 through program modules 932 and program data 934, stored either in system memory 916 or on disk storage 924. It will be appreciated that one or more embodiments of the present invention can be implemented with various operating systems or combinations of operating systems.
A user enters commands or information into the computer 912 via an input device (s) 936. The input devices 936 include, but are not limited to, a device pointing devices such as a mouse, trackball, stylus, touchpad, keyboard, microphone, joystick, joystick, satellite dish, scanner, TV tuner card, digital camera, camera digital video, web camera, and others. These input devices and others are connected to the processing unit 914 via the system bus 918 via an interface port (s) 938. The port (s) of 938 interface include, for example, a serial port, a parallel port, a game port, and a universal serial bus (USB). The device (s) 940 use some of the same types of ports as the device (s) 936. Thus, for example, a USB port can be used to provide input to the computer 912, and to output information from computer 912 to an output device 940. An output adapter
942 is provided to illustrate that it is certain 940 output devices such as monitors, speakers and printers, among other 940 output device, that require special adapters. The output adapters 942 include, by way of illustration and not limitation, video and sound cards which provide means of connection between the output device 940 and the system bus 918. It should be noted that other devices and / or systems of devices both provide input and output capabilities as a remote computer (s) 944.
The computer 912 can operate in a networked environment using logical connections to one or more remote computers, such as a remote computer (s) 944. The remote computer (s) (s) 944 can be a computer, server, router, network PC, workstation, microprocessor-based application, peer device or other common network node and the like, and usually can also include many or all of the elements described with respect to the computer 912. For the sake of brevity, only a memory storage device 946 is illustrated with the remote computer (s) 944. The computer (s) ( s) remote (s) 944 are logically connected to the computer 912 by a network interface 948 and then physically connected via a communication connection 950. The network interface 948 includes communication networks such as local area networks (LAN) and r extended networks (WAN). LAN technologies include Fiber Distributed Data Interfaces (LDDI), Copper Cable Distributed Data Interfaces (CDDI), Ethernet / IEEE 802.3, Token Rings / IEEE 802.5 and others. WAN technologies include, but are not limited to, point-to-point links, circuit switched networks such as digital integrated services networks (ISDN) and variations thereof, packet switched networks, and digital subscriber lines (LNA).
The communication connection (s) 950 refers to the hardware / software used to connect the network interface 948 to the system bus 918. While the communication connection 950 is shown for clarity of illustration in inside the computer 912, it can also be external to the computer 912. The hardware / software necessary for connection to the network interface 948 includes, by way of example only, internal and external technologies such as, modems including modems for standard quality telephones, cable modems and DSL modems, ISDN adapters, and Ethernet cards.
The LIG. 10 is a schematic diagram of a sample of computer environment 1000 with which the present invention can interact. The IT environment sample 1000 includes one or more clients 1002. The client (s) 1002 can be hardware and / or software (for example, wires, processes, computing devices). The computer environment sample 1000 also includes one or more server (s) 1004. The server (s) 1004 can also be hardware and / or software (for example, wires, processes, computer devices) . The servers 1004 can house wires to carry out transformations by using one or more embodiments as described here, for example. A possible communication between a client 1002 and servers 1004 can be in the form of data packets adapted to be transmitted between two or more computer processes. The computer environment sample 1000 includes a communication framework 1006 which can be used to facilitate communications between the client (s) 1002 and the server (s) 1004. The client (s) ) 1002 are functionally connected to one or more client data store (s) 1008 which can be used to store local information about the client (s) 1002. Similarly, the server (s) 1004 are functionally connected to one or more server data store (s) 1010 which can be used to store local information on servers 1004.
A reference in this description to "an embodiment," means that an element, a structure, or a characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the occurrence of sentences like "in one embodiment", or "in one aspect" in various places in this description do not necessarily refer to the same embodiment. In addition, the particular elements, structures, or characteristics can be combined in any possible way in one or more embodiments.
As used in this application, in certain embodiments, the terms “component,” “system,” interface, manager, and the like are intended to refer to, or understand, an entity linked to a computer or a entity linked to an operational machine with one or more specific functionalities, in which the entity can be either hardware, a combination of hardware and software, software, running software and / or firmware. As an example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread, computer executable instructions, a program, and / or a computer. By way of illustration and not limitation, both an application running on a server and the server can be a component.
One or more components can reside in a process and / or a thread of execution and a component can be located on a computer and / or distributed between two or more computers. In addition, these components can run from various computer readable media having various data structures stored on them. The components can communicate via local and / or remote processes as according to a signal comprising one or more data packets (for example, data coming from a component interacting with another component in a local system, a distributed system, and / or on a network such as the Internet with other systems via the signal). As another example, a component can be a device with specific functionality provided by mechanical parts actuated by electrical or electronic circuits, which is controlled by software or a firmware application executed by one or more processors, in which the processor can be inside or outside the devices and can run at least part of the software or firmware application. As yet another example, a component may be a device which provides specific functionality through electronic components without mechanical parts, the electronic components may include a processor for executing software or firmware which at least in part provides the functionality of the electronic components. In one aspect, a component can emulate an electronic component via a virtual machine, for example, in a cloud computing system. While various components have been illustrated as separate components, it will be appreciated that multiple components can be implemented as a single component, or a single component can be implemented as multiple components, without departing from the example modes of achievement.
In addition, the words “example” and / or “exemplary” are used as a signifier serving as an example, or an illustration. Any embodiment or design described herein as "example" and / or "exemplary" need not be construed as preferred or advantageous in other aspects or designs. Rather, the use of the words example or example is intended to present concepts in a concrete way. As used in this application, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless stated otherwise, or clearly from the context, "X uses A or B" is meant to mean any of the natural inclusive permutations. That is, if X uses A; X uses B; where X uses both A and B, then "X uses A or B" is satisfied in any of the preceding examples. In addition, items “a” and “an” as used in this description and the accompanying drawings should generally be interpreted to mean “one or more” unless it is otherwise specified or clear from the context that it concerns a singular form.
[0135] Inference can also refer to techniques used to compose higher-level events from a series of events and / or data. Such an inference allows the construction of new events or actions from a set of observed events and / or stored event data, if the events are correlated in close temporal proximity, and if the events and data originate one or more sources of events or data. Various classification schemes and / or systems (for example, support vector machine, neural network, expert systems, Bayesian belief networks, fuzzy logic, and data fusion engines) can be used in connection with performing actions automatic and / or inferred in connection with the present invention.
In addition, the various embodiments can be implemented as a method, a device, or a manufactured item using standard manufacturing and / or engineering techniques to produce software, firmware, hardware, or any combination thereof to control a computer for practicing the present invention. The term article of manufacture as used herein is intended to mean a computer program accessible from any computer readable device, machine readable device, computer readable medium, computer readable media, machine readable media, storage / computer readable communication media (or machine readable). For example, computer readable media can include, but is not limited to, a magnetic storage device, for example, a hard drive; a diskette ; one (or more) magnetic tape (s); an optical disc (for example, a compact disc (CD), a digital versatile disc (DVD), a Blue-ray ™ disc (BD)); a smart card; a flash memory device (for example, card, plug, key, disc); and / or a device that emulates a storage device and / or any of the computer readable media. Of course, those skilled in the art will recognize that numerous modifications can be made to this configuration without departing from the field or the spirit of the various embodiments. The above description of the illustrated embodiments of the present invention, including what is described in the abstract, is not intended to be exhaustive or limited to the embodiments described in the precise forms described. While specific embodiments and examples are described herein by way of illustration, various modifications are possible which are considered within the scope of such embodiments and examples, as those skilled in the art will recognize.
From this point of view, while the present invention has been described here in connection with various embodiments and the corresponding figures, where they are applicable, it should be understood that other similar embodiments can be used or that modifications and additions can be made to the embodiments described to achieve an identical, similar function which presents an alternative or which replaces the present invention without departing from it. Therefore, the present invention should not be limited to any embodiment described herein, but rather should be considered in broad terms according to the adjoining claims below.
[0139] List of references [0140] [Tables 1]
Figures 1, 2, 3, 4, 5 100, 200,300, 400,500 System 102 Assessment component 104 Sensor component 106 Route planning component 108 Interface component 110 Memory 112 Processor 114 Data entered 116 Sensor (s) 118 Navigation model 120 Output data 202 Navigation model generation component 204 Deviation component 302 Speed control component 304 Navigation component 402 Collision avoidance component 404 Mapping component 502 Machine learning component Figures 6, 7, 8 start beginning end End Figure 6 602 Obtain historical information including airport data, aircraft data, route data, and time data 604 Receive sensor information that adds to historical data 606 Train a model from historical information, data from
sensors, or both 608 Does the planned route satisfy time considerations YES Yes No. No 610 Follow the planned route 612 Reconfigure a new route based on historical information and sensors 614 Is the speed control activated 616 Automatically control the speed of the aircraft once on the ground 618 Is the steering control activated 620 Automatically control the direction of the aircraft once on the ground Figure 7 702 Determine, by a system functionally coupled to a processor, information related to an aerodrome 704 Obtain, by the system, sensor data from one or more sensors 706 Generate, by the system, a traffic protocol according to a navigation model which is trained based on information and data from sensors, in which the traffic protocol increases the operational efficiency of the aircraft Figure 8 802 Access, by a system functionally connected to a processor, runway data, taxiway data, and door configuration data associated with an airport 804 Obtain, by the system, sensor data from one or more sensors, in which the sensor data relate to performance data of an aircraft and the respective states of a runway, a taxiway and a defined door 806 Train a system based on sensor data, runway data, taxiway data and door configuration data 808 Determine, by the system, a traffic protocol 810 Determine, by the system, a defined time of arrival at a destination
in the airport, where the destination is a defined gate or a defined runway 812 Evaluate, by the system, the current conditions of the aircraft and the airport 814 Update, by the system, the traffic protocol based on the defined arrival time and the current conditions of the aircraft and the airport Figure 9 928 Operating system 930 - 932 - 934 Data 914 Processor unit 916 System memory 920 Volatile / non-volatile 926 - 924 Disk storage 942 Output adapter (s) 938 Interface port (s) 950 Communication connection (s) 940 Exit device (s) 936 Input device (s) 948 Network interface 944 Remote computer (s) 946 Memory storage Figure 10 1002 - 1004 Server (s) 1006 Communication framework 1008 Customer data store (s) 1010 Server data store (s)
[Claim 1] [Claim 2] [Claim 3] [Claim 4] [Claim 5]
claims

权利要求:
Claims (1)
[1" id="c-fr-0001]
System, comprising:
a memory (110) which stores executable components; and a processor (112), operatively coupled to the memory (110), which executes the executable components, the executable components comprising:
an evaluation component (102) which accesses runway data, taxiway data, and door configuration data associated with an airport and technical data and aircraft specifications;
a sensor component (104) which collects sensor data from a plurality of sensors (116), wherein the sensor data relates to aircraft performance data and respective states of runway data, channel data traffic, and door configuration data; and a route planning component (106) which employs a navigation model which is driven to analyze sensor data, runway data, taxiway data, and door configuration data, and generates a protocol traffic for aircraft navigation at the airport to improve operational efficiency of the aircraft associated with fuel savings, reduced brake wear, or combinations thereof.
The system of claim 1, wherein the route planning component (106) generates the traffic protocol based on a required arrival time at a destination at the airport. The system of claim 1, wherein the executable components further comprise a navigation model generation component (202) which drives the navigation model by sharing on the cloud between a plurality of models.
The system of claim 1, wherein the aircraft performance data includes weight, thrust, fuel consumption, or combinations thereof.
The system of claim 1, wherein the respective states of the runway data and the taxiway data include at least one of a weather condition, traffic information, obstruction information, restriction information, or combinations of these.
[Claim 6] [Claim 7] [Claim 8] [Claim 9]
The system of claim 1, wherein the operations further include a speed control component (302) which performs the acceleration and deceleration of the aircraft at the airport as a function of the traffic protocol, and wherein the speed control component (302) regulates aircraft braking action to minimize brake wear and improve fuel consumption.
The system of claim 1, wherein the operations further include a navigation component (304) which performs automated steering of the aircraft at the airport as a function of the traffic protocol.
The system of claim 1, wherein the operations further include:
a collision avoidance component (402) that receives and generates airport, aircraft, and aircraft operating factor data and coordinates with a navigation component (304) to prevent a collision of the aircraft with other objects during automated aircraft steering at the airport.
Process, comprising:
to determine, by a system operatively coupled to a processor, information related to an aerodrome, in which the information comprises first data associated with an aerodrome runway, second data associated with an aerodrome taxiway , third data associated with an aerodrome door configuration, and fourth data associated with aircraft technical data;
obtaining, by the system, sensor data from one or more sensors, in which the one or more sensors comprise a first sensor which monitors performance data of an aircraft, a second sensor which monitors a first state of the track, a third sensor which controls a second state of the taxiway, and a fourth sensor which controls a third state of the door configuration; and to generate, by the system, a traffic protocol according to a navigation model which is trained based on the information and the data of sensors, in which the traffic protocol increases the operational efficiency of the aircraft, wherein operational efficiency includes fuel savings, li38 [Claim 10] [Claim 11] [Claim 12] [Claim 13] [Claim 14] [Claim 15] mimicking brake wear, or combinations of them. The method of claim 9, wherein generating the traffic protocol includes determining, by the system, a required arrival time at a destination at the aerodrome, wherein the destination is a defined gate or a defined runway.
The method of claim 9, further comprising generating, by the system, the navigation model based on operating data received from a plurality of aircraft.
The method of claim 9, further comprising training, by the system, the sharing navigation model on the cloud between a plurality of models.
The method of claim 9, further comprising: dynamically adjusting, by the system, acceleration and deceleration of the aircraft with the aerodrome as a function of the traffic protocol; and to minimize brake wear by the system and improve aircraft fuel consumption based on the regulation of a braking action during acceleration and deceleration. The method of claim 9, further comprising dynamically directing the aircraft through the aerodrome based on the traffic protocol and based on avoidance of regulated portions of the aerodrome.
The method of claim 9, further comprising:
generate, by the system, data related to the aerodrome, to the aircraft, and to operating factors of the aircraft; and to coordinate, by the system, a movement of the aircraft in the aerodrome to avoid a collision with one or more objects during an automated steering of the aircraft.
1/9

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法律状态:
2019-10-22| PLFP| Fee payment|Year of fee payment: 2 |

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2020-10-21| PLFP| Fee payment|Year of fee payment: 3 |

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2020-12-04| PLSC| Publication of the preliminary search report|Effective date: 20201204 |

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2021-10-20| PLFP| Fee payment|Year of fee payment: 4 |

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申请号 | 申请日 | 专利标题

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US15/830310|2017-12-04|

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US15/830,310|US10535276B2|2017-12-04|2017-12-04|Route planning and movement of an aircraft on the ground based on a navigation model trained to increase aircraft operational efficiency|

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