System and method for processing aircraft sensor data

Abstract

Systems and methods for processing aircraft sensor data are disclosed. The system includes an aircraft and a computing system remote from the aircraft. The aircraft includes a sensor, an aircraft component associated with the sensor, a first transmitter, and a first receiver. The computing system includes one or more processors, a second transmitter, and a second receiver. The aircraft is configured to transmit sensor data sensed by the sensor to the computing system via the first transmitter, and the computing system is configured to receive the sensor data transmitted from the aircraft via the second receiver. The computing system is configured to process the received sensor data using the one or more processors to generate state data indicative of an operating mode of the aircraft component, and to transmit the state data to the aircraft via the second transmitter when the state data is indicative of a changed operating mode of the aircraft component. The aircraft is configured to indicate the changed operating mode of the aircraft component based at least in part on the state data received by the first receiver.

Description

Technical Field

[0001] This invention relates to a system comprising an aircraft and a computing system remotely connected to the aircraft. Background Technology

[0002] Aircraft typically include numerous sensors to monitor the status of associated aircraft components. Sensor data is either provided directly to the aircraft crew or processed and provided to the aircraft crew to provide indications related to the status of the aircraft components. The aircraft crew can then take appropriate action based on the status of the aircraft components. Summary of the Invention

[0003] A first aspect of the invention provides a system comprising: an aircraft including a sensor, an aircraft component associated with the sensor, a first transmitter, and a first receiver; and a computing system remotely connected to the aircraft, the computing system including one or more processors, a second transmitter, and a second receiver, wherein the aircraft is configured to transmit sensor data sensed by the sensor to the computing system via the first transmitter; the computing system is configured to: receive the sensor data transmitted from the aircraft via the second receiver; process the received sensor data using one or more processors to generate state data indicating an operating mode of the aircraft component; transmit the state data to the aircraft via the second transmitter when the state data indicates a changed operating mode of the aircraft component; and the aircraft is configured to indicate the changed operating mode of the aircraft component based at least in part on the state data received by the first receiver.

[0004] Optionally, the aircraft is configured to indicate operating modes for further changes to aircraft components based at least in part on state data, with the further changes having a lower priority than the changed operating modes.

[0005] Optionally, the computing system is configured to indicate further operational modes of aircraft components based at least in part on state data, with the further operational modes having a lower priority than the changed operational modes.

[0006] Optionally, the sensor, the first transmitter, and the first receiver are located in a first security environment on the aircraft, the first security environment having a first development assurance level, and the second transmitter, the second receiver, and one or more processors are located in a second security environment of the computing system, the second security environment having the same second development assurance level as the first development assurance level.

[0007] Optionally, the sensor, the first transmitter, and the first receiver are located in a first data security environment on the aircraft, the first data security environment having a first security assurance level, and the second transmitter, the second receiver, and one or more processors are located in a second data security environment of the computing system, the second data security environment having a second security assurance level with the same as the first security assurance level.

[0008] Optionally, the sensor, the first transmitter, and the first receiver are located in a first security environment on the aircraft, the first security environment having a first development assurance level, and the second transmitter, the second receiver, and one or more processors are located in a second security environment of the computing system, the second security environment having a second development assurance level different from the first development assurance level.

[0009] Optionally, the second development assurance level is lower than the first development assurance level.

[0010] Optionally, the first transmitter and the first receiver are located in a first data security environment on the aircraft, the first data security environment having a first security assurance level, and the second transmitter, the second receiver, and one or more processors are located in a second data security environment of the computing system, the second data security environment having a second security assurance level different from the first security assurance level.

[0011] Optionally, the second security assurance level is lower than the first security assurance level.

[0012] Optionally, the aircraft is configured to encrypt the sensor data before transmitting it via the first transmitter to the off-board computing system; and the computing system is configured to decrypt the sensor data received by the second receiver via one or more processors of the computing system.

[0013] Optionally, the aircraft includes one or more onboard processors configured to process sensor data of aircraft components to obtain onboard status data indicating the operating mode of the aircraft components associated with the sensors, and the aircraft is configured to indicate the changed operating mode of the aircraft components based at least in part on the onboard status data and when the onboard status data indicates the changed operating mode of the aircraft components.

[0014] Optionally, the aircraft includes multiple sensors, each configured to acquire corresponding sensor data associated with an aircraft component; the aircraft is configured to transmit sensor data from each of the multiple sensors to a computing system via a first transmitter; the computing system is configured to receive the sensor data transmitted from each of the multiple sensors via a second receiver; and the computing system is configured to process the sensor data received from each of the multiple sensors via one or more processors of the computing system to determine state data indicating a change in the operating mode of the aircraft component.

[0015] Optionally, the sensor includes at least one of the following: tire pressure monitoring sensor, brake wear sensor, tire tread sensor, tire temperature sensor, brake temperature sensor, hydraulic strut pressure sensor, hydraulic strut temperature sensor, hydraulic strut compression angle sensor, hydraulic strut compression speed sensor, and hydraulic strut compression distance sensor.

[0016] A second aspect of the invention provides an aircraft including a sensor, an aircraft component associated with the sensor, a transmitter, and a receiver, wherein the aircraft is configured to: transmit sensor data from the sensor via a first transmitter to a computing system remote from the aircraft; receive, from the computing system and via the receiver, state data obtained from the sensor data by one or more processors of the computing system, the state data indicating a changed operating mode of the aircraft component; and indicate the changed operating mode of the aircraft component based at least in part on the state data received by the first receiver.

[0017] A third aspect of the invention provides an off-board computing system comprising one or more processors, a transmitter, and a receiver, wherein the off-board computing system is configured to: receive sensor data from an aircraft via the receiver, the sensor data being associated with aircraft components of the aircraft; process the received sensor data using one or more processors to generate state data indicating an operating mode of the aircraft components; and transmit the state data to the aircraft via the transmitter when the state data indicates a change in the operating mode of the aircraft components.

[0018] A fourth aspect of the invention provides a method comprising: acquiring sensor data associated with aircraft components of an aircraft via sensors on an aircraft; transmitting the sensor data to an off-board computing system; processing the received sensor data via one or more processors of the off-board computing system to determine state data indicating an operating mode of the aircraft components; transmitting the state data from the off-board computing system to the aircraft when the state data indicates a changed operating mode of the aircraft; and indicating the changed operating mode of the aircraft components via the aircraft.

[0019] Optionally, the method includes scheduling maintenance actions to be performed on aircraft components based at least in part on state data.

[0020] Optionally, the method includes processing the received sensor data via one or more processors of an off-board computing system to determine further state data indicating further operating modes of the aircraft component, and indicating further operating modes of the aircraft component at the off-board computing system when the further operating modes of the aircraft component include further changes in the operating modes of the aircraft component.

[0021] Optionally, the method includes scheduling further maintenance actions to be performed on aircraft components based at least in part on further state data.

[0022] A fifth aspect of the invention provides a system comprising: an aircraft including onboard sensors and aircraft components associated with the sensors; and an offboard computing system, wherein the offboard computing system is configured to: receive sensor data transmitted from the aircraft; process the received sensor data to determine a changed operating mode of the aircraft components; and transmit a message indicating the changed operating mode of the aircraft components to the aircraft; and the aircraft is configured to indicate the changed operating mode of the aircraft components based at least in part on the message. Attached Figure Description

[0023] Embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which:

[0024] Figure 1 A schematic diagram of a first embodiment of a system including an aircraft and a remote computing system is shown;

[0025] Figure 2 A schematic diagram of a second embodiment of the system, including an aircraft and a remote computing system, is shown;

[0026] Figure 3 It shows according to Figure 1 and Figure 2 A flowchart of the system's method; and

[0027] Figure 4 A schematic diagram of an example system in which the first and second embodiments can be practiced is shown. Detailed Implementation

[0028] exist Figure 1 The diagram schematically illustrates a first embodiment of system 10. System 10 includes an aircraft 12 and a computing system 14 located remotely from the aircraft 12; computing system 14 is also referred to as off-board computing system 14.

[0029] The aircraft 12 includes an aircraft component 16, a sensor 18, a first transmitter 20, a first receiver 22, and a first indicator 24.

[0030] In some examples, aircraft component 16 is the tire of the wheels of aircraft 12, but other aircraft components, such as brakes, are also envisioned as part of system 10. In some examples, sensor 18 is a pressure sensor configured to monitor tire pressure. It will be understood that the form of sensor 18 depends largely on the associated aircraft component 16, and sensors other than pressure sensors are envisioned. For example, sensor 18 may also include a temperature sensor configured to directly and / or indirectly measure the internal gas temperature of the tire. Other forms of sensor 18 may include one or more of the following: tire temperature sensor, brake temperature sensor, hydraulic strut pressure sensor, hydraulic strut temperature sensor, hydraulic strut compression angle sensor, hydraulic strut compression rate sensor, and hydraulic strut compression distance sensor. Arrays of more than one sensor 18 per aircraft component are also envisioned.

[0031] The first transmitter 20 is configured to communicate with the computing system 14, and specifically configured to transmit sensor data 26 sensed by the sensor 18 to the computing system 14. This transmission can occur during flight of the aircraft 12 and / or when the aircraft 12 is on the ground. The first transmitter 20 can wirelessly communicate with the computing system 14 via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication. In some examples, the first transmitter 20 can... The computing system 14 communicates wirelessly via any of the following links: 4G, 5G, ACAR, or other satellite and / or cellular links. In some examples, the first transmitter 20 and the sensor 18 may be integrated as part of a sensing device.

[0032] The first receiver 22 is configured to communicate with the computing system 14, and specifically configured to receive status data 28 from the computing system 14, as will be described in more detail below. This transmission can occur during flight of the aircraft 12 and / or when the aircraft 12 is on the ground. The first receiver 22 can wirelessly communicate with the computing system 14 via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication.

[0033] Although shown herein as a first transmitter 20 and a first receiver 22 respectively, it will be understood that the first transmitter and the first receiver 22 may actually be combined as a transceiver. It will be further understood that the aircraft 12 may actually include multiple transmitters, receivers and / or transceivers.

[0034] The first indicator 24 is configured to operate to provide instructions to the aircraft crew based on status data 28 received by the first receiver 22. The first indicator 24 may take various forms and in some examples may include one or more of a display, a light, and an audio transmitter.

[0035] Sensor 18, first transmitter 20, first receiver 22, and first indicator are located within a first safety environment 30 on aircraft 12, and also within a first data security environment 32 on aircraft 12. In some examples, the first safety environment 30 has a Development Assurance Level (DAL) of DAL B. As of January 19, 2022, DAL can be defined as in Aerospace Recommendation Procedure ARP 4754 from the Society of Automotive Engineers International (SAE International). In some examples, the first data security environment 32 has a Security Assurance Level (SAL) of SAL 4. As of January 19, 2022, SAL can be defined as in Section 4.4 of document ED-203A prepared by the European Organization for the Use of Civil Aviation Equipment.

[0036] The computing system 14 includes a second receiver 34, a processor 36, a second transmitter 38, and a second indicator 40. As described above, the computing system 14 is located remotely from the aircraft 12, and in some examples may be located in an aircraft maintenance center or similar location.

[0037] The second receiver 34 is configured to communicate with the aircraft 12, and specifically configured to receive sensor data 26 from the aircraft 12, as will be described in more detail below. This transmission can occur during flight of the aircraft 12 and / or when the aircraft 12 is on the ground. The second receiver 34 can wirelessly communicate with the aircraft 12 via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication. The second receiver 34 is also configured to transmit the received sensor data 26 to the processor 36.

[0038] Processor 36 includes at least one processor configured to process received sensor data 26 to determine state data 28 indicating an operating mode of aircraft component 16. For example, aircraft component 16 may include a normal operating mode in which it operates within normal or expected operating parameters, and one or more modified operating modes in which it operates outside normal or expected operating parameters. Exemplary processing techniques for determining operating modes are discussed in more detail below.

[0039] The second transmitter 38 is configured to communicate with the aircraft 12, and specifically configured to transmit status data 28 determined by the processor 36 to the aircraft 12. This transmission can occur during flight of the aircraft 12 and / or when the aircraft 12 is on the ground. The second transmitter 38 can wirelessly communicate with the aircraft via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication. In some examples, the second transmitter 38 can... The aircraft 12 communicates wirelessly via any of the following: 4G, 5G, ACARS, or other satellite and / or cellular links.

[0040] In some examples, the second transmitter 38 is configured to transmit status data 28 to the aircraft when status data 28 indicates a changed operating mode of aircraft component 16. In some examples, the second transmitter 38 is configured to transmit status data 28 to the aircraft when status data 28 indicates a normal operating mode of aircraft component 16.

[0041] The second indicator 40 is configured to operate to provide indications to the ground crew based on the status data 28 generated by the processor 36. The second indicator 40 may take various forms and in some examples may include one or more of a display, a light, or an audio transmitter.

[0042] The second receiver 34, processor 36, second transmitter 38, and second indicator 40 are located within the second secure environment 42 and also within the second data security environment 44. In some examples, the second secure environment 42 has a Development Assurance Level (DAL) of DAL B. In some examples, the second data security environment 44 has a Security Assurance Level (SAL) of SAL 4.

[0043] In use, sensor 18 is configured to acquire sensor data 26 relating to aircraft component 16. For example, if aircraft component 16 includes tires and sensor 18 includes a pressure sensor configured to monitor tire pressure, the pressure sensor can monitor the tire pressure when aircraft 12 is in flight or on the ground, wherein the monitored pressure forms sensor data 26.

[0044] The sensor data 26 is then transmitted from the aircraft 12 to the computing system 14 via the first transmitter 20, and specifically to the second receiver 34. As described above, any suitable communication protocol can be used to transmit the sensor data 26. The received sensor data 26 is then passed from the second receiver 34 to the processor 36 of the computing system 14.

[0045] The processor 36 can process the received sensor data 26 to generate status data 28 indicating the operating mode of the aircraft 12. As described above, the processing of the received sensor data 26 to generate the status data 28 can be performed in several ways.

[0046] As an example, processing of the received sensor data 26 can take the form of comparing the received sensor data 26 with a reference value or a desired value. For example, if the sensor data 26 includes pressure measurements associated with the aircraft's tires, the pressure measurements can be compared with a reference pressure value or a desired pressure value to determine the tire's operating mode, i.e., the normal operating mode of the tire where the pressure matches or is within a reference tire pressure value or desired tire pressure value for a given aircraft state, or the operating mode where the pressure does not match or is outside of the reference tire pressure value or desired tire pressure value for a given aircraft state.

[0047] As another example, the processing of the received sensor data 26 can utilize a model of the aircraft 12 or an aircraft subsystem associated with the aircraft component 16 to determine the operating mode of the aircraft component 16, wherein the received sensor data 26 forms input for the model. Such a model may include variables associated with multiple aircraft components, including the aircraft component 16, and the relationships between these variables. In some examples, such relationships may take the form of equations, etc. The model can be determined through appropriate experiments and / or simulations. It will be understood that the nature of the model will depend on the aircraft components and sensors used, and therefore specific model details are not provided herein, but this will be apparent to those skilled in the art without undue limitation. To provide a more detailed modeling, it will be understood that in some examples, sensor data from multiple aircraft components may be transmitted from the first transmitter 20 to the processor 36 via the second receiver 34.

[0048] As another example, the processing of the received sensor data 26 can utilize a machine learning model that takes the received sensor data 26 as input and outputs the operating mode of the aircraft component 16 as output. Similar to the model of the aircraft 12 or the aircraft subsystem discussed above, multiple sensor inputs associated with the corresponding aircraft component can be used as inputs for this machine learning model. The machine learning model can be trained using appropriate sensor data parameters and a training dataset of operating modes marked on the ground. In some examples, the machine learning model may include neural networks, etc.

[0049] In each of the examples mentioned above, the received sensor data 26 can be processed by the processor 36 to generate status data 28 indicating the operating mode of the aircraft component 16. When the status data 28 indicates a changed operating mode of the aircraft component 16, the status data 28 is transmitted from the computing system 14 to the aircraft 12 via the second transmitter 38 and the first receiver 22.

[0050] Then, the first indicator 24 can at least partially indicate the changed operating mode of aircraft component 16 to the aircraft crew based on the status data 28. In some examples, the changed operating mode may include a relatively high priority, and in such examples, transmitting the status data 28 to aircraft 12 can enable the aircraft crew to be alerted to the relatively high priority changed operating mode of aircraft component 16 and to take appropriate remedial action. In some examples, the aircraft crew can modify one or more operating parameters of aircraft component 16 or other aircraft components to take into account the changed operating mode of aircraft component 16. For example, when aircraft component 16 includes a primary aircraft component, the aircraft crew can revert to the operation of a secondary aircraft component to perform functions previously provided by the primary aircraft component when the changed operating mode of the primary aircraft component has already been indicated.

[0051] In some examples, such as when the change in the operating mode of aircraft component 16 has a relatively low priority, the aircraft crew can schedule maintenance actions for aircraft component 16, such as future maintenance actions, based on the instructions of the first indicator 24.

[0052] In some examples, when status data 28 indicates a relatively low-priority change in operating mode for aircraft component 16, the second indicator 40 may alternatively or additionally provide the ground crew with an indication of the changed operating mode of aircraft component 16. The ground crew can then take appropriate remedial action, such as scheduling maintenance actions to be performed on aircraft component 16, to restore aircraft component 16 to its normal operating mode.

[0053] In some examples, the computing system 14 may automatically schedule maintenance actions for the aircraft component 16 based at least in part on state data 28 indicating a change in the operating mode of the aircraft component 16 and / or at least in part on instructions provided by the second indicator 40.

[0054] In some examples, the operating modes for relatively high-priority changes to aircraft component 16 may include operating modes for current changes to aircraft component 16, such as operating modes requiring impending or immediate remedial action for correction. In some examples, the operating modes for relatively low-priority changes to aircraft component 16 may include operating modes for future changes to aircraft component 16, such as operating modes that may require future remedial action for correction.

[0055] In the manner described above, sensor data 26 from sensor 18 is processed by off-board computing system 14 to generate status data 28 indicating a changed operating mode of aircraft component 16. Status data 28 is transmitted to aircraft 12, where indications enabling the aircraft crew to take appropriate remedial actions are provided by first indicator 24. Processing sensor data 26 using off-board computing system 14 allows the use of sensors that do not require integration or interaction with existing avionics. This allows new sensors with additional, improved, and / or alternative functionalities compared to existing sensors to be added to the aircraft in a relatively cost-effective and efficient manner with minimal impact on the aircraft class. Assuming processing occurs at off-board computing system 14, it provides increased flexibility and ease of updating compared to the need to update existing avionics. By reducing the need for avionics, aircraft weight and cost can be reduced.

[0056] like Figure 1 As illustrated in the embodiment and discussed above, sensor 18, first transmitter 20, first receiver 22, and first indicator are located within the first secure environment 30 of DAL B on aircraft 12, and also within the first data security environment 32 of SAL 4 on aircraft 12. Second receiver 34, processor 36, second transmitter 38, and second indicator 40 are located within the second secure environment 42 of DAL B, and also within the second data security environment 44 of SAL 4. Here, the DAL of the first secure environment 30 and the second secure environment 42 are the same, and the SAL of the first data security environment 32 and the second data security environment 42 are the same. Maintaining relatively high DAL and SAL levels at both aircraft 12 and computing system 14 facilitates the transfer of sensor data 26 and status data 28 between aircraft 12 and computing system 14, and provides operational assurance at computing system 14. Sensor data 26 and status data 28 can also be encrypted via appropriate security mechanisms.

[0057] As briefly mentioned above, in some examples, multiple aircraft components 16 and multiple sensors 18 may be provided, wherein sensor data from each sensor 18 is transmitted from the aircraft 12 to the computing system 14 via one or more transmitters before being processed by the processor 36 to generate state data indicating the operating mode of one or more aircraft components 16. One example of the aircraft component 16 mentioned above is a tire, wherein the corresponding sensor 18 is a tire pressure sensor. Other aircraft components may include brakes, etc., wherein other sensors 18 include brake wear sensors and / or tire tread sensors.

[0058] exist Figure 2 The second embodiment of system 100 is schematically illustrated in the figure. Figure 2 Some components of System 100 and Figure 1 The components are roughly similar.

[0059] Figure 2 The system 100 includes an aircraft 102 and a computing system 104 located away from the aircraft 102. The computing system 104 is also referred to as an off-board computing system 104.

[0060] The aircraft 102 includes a first aircraft component 106, a second aircraft component 108, a first sensor 110, a second sensor 112, a first transmitter 114, a first receiver 116, a processing avionics device 118, and a first indicator 120.

[0061] In some examples, the first aircraft component 106 includes a relatively low-priority aircraft component, such as an aircraft component that is considered non-critical to the operation of aircraft 102 if the aircraft component is to operate in an altered operating mode, such as outside of normal or expected operating parameters. In some examples, the second aircraft component 108 includes a relatively high-priority aircraft component, such as an aircraft component that is considered critical to the operation of aircraft 102 if the aircraft component is to operate in an altered operating mode, such as outside of normal or expected operating parameters.

[0062] A first sensor 110 is associated with a first aircraft component 106 and configured to sense one or more parameters associated with the first aircraft component 106 to provide first sensor data 122. A second sensor 112 is associated with a second aircraft component 108 and configured to sense one or more parameters associated with the second aircraft component 108 to provide second sensor data 124.

[0063] The first transmitter 114 is configured to communicate with the computing system 104, and specifically configured to transmit first sensor data 122 sensed by the first sensor 110 to the computing system 104. This transmission can occur during flight of the aircraft 102 and / or when the aircraft 102 is on the ground. The first transmitter 114 can wirelessly communicate with the computing system 104 via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication. In some examples, the first transmitter 114 and the first sensor 110 can be integrated as part of a sensing device.

[0064] The first receiver 116 is configured to communicate with the computing system 140, and specifically configured to receive first status data 126 from the computing system 104, as will be described in more detail below. This transmission can occur during flight of the aircraft 102 and / or when the aircraft 102 is on the ground. The first receiver 116 can wirelessly communicate with the computing system 104 via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication.

[0065] Although illustrated herein as a first transmitter 114 and a first receiver 116 respectively, it will be understood that the first transmitter 114 and the first receiver 116 can actually be combined as a transceiver. It will also be understood that the aircraft 102 may actually include multiple transmitters, receivers, or transceivers.

[0066] The avionics 118 processing unit includes one or more processors configured to process received second sensor data 124 to determine second state data 128 indicative of an operating mode for the second aircraft component 108. For example, the second aircraft component 108 may include a normal operating mode in which it operates within normal or expected operating parameters, and one or more modified operating modes in which it operates outside of normal or expected operating parameters. In some examples, exemplary processing techniques for determining the operating mode may be related to those discussed above. Figure 1 The processing technology of the processor 36 of the computing system 14 of the system 10 is similar.

[0067] In some examples, the avionics processing 118 may transmit second status data 128 to the computing system 104 via a first transmitter 114 for further processing, and / or may receive first status data 126 from the computing system 104 via a first receiver 116 for further processing.

[0068] The first indicator 120 is configured to operate to provide indication to the aircraft crew based on first status data 126 and / or second status data 128. The first indicator 120 may take various forms and, in some examples, may include one or more of a display, a light, or an audio transmitter. It will be understood that multiple first indicators may actually exist, and in some examples, there may indeed be a first indicator corresponding to each of the first aircraft component 106 and the second aircraft component 108.

[0069] The first sensor 110, the second sensor 112, the first transmitter 114, the first receiver 116, the processing avionics 118, and the first indicator 120 are located within a first security environment 130 on the aircraft 102, and also within a first data security environment 132 on the aircraft 102. In some examples, the first security environment 130 has a Development Assurance Level (DAL) of DAL B. In some examples, the first data security environment 132 has a Security Assurance Level (SAL) of SAL 4.

[0070] The computing system 104 includes a second receiver 134, a processor 136, a second transmitter 138, and a second indicator 140. As mentioned above, the computing system 104 is located remotely from the aircraft 102, and in some examples may be located in an aircraft maintenance center or similar location.

[0071] The second receiver 134 is configured to communicate with the aircraft 102, and specifically configured to receive first sensor data 122 from the aircraft 102, as will be described in more detail below. This transmission can occur during flight of the aircraft 102 and / or when the aircraft 102 is on the ground. The second receiver 134 can wirelessly communicate with the aircraft 102 via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication. The second receiver 134 is also configured to transmit the received first sensor data 122 to the processor 136.

[0072] Processor 136 includes at least one processor configured to process received first sensor data 122 to determine first state data 126 indicating an operating mode of the first aircraft component 106. For example, the first aircraft component 106 may include a normal operating mode in which the first aircraft component 106 operates within normal or expected operating parameters, and one or more modified operating modes in which the first aircraft component 106 operates outside normal or expected operating parameters. In some examples, exemplary processing techniques for determining the operating mode may be related to those discussed above. Figure 1 The processing technology of the processor 36 of the computing system 14 of the system 10 is similar.

[0073] The second transmitter 138 is configured to communicate with the aircraft 102, and is specifically configured to transmit first state data 126 determined by the processor 136 to the aircraft 102. This transmission can occur during flight of the aircraft 102 and / or when the aircraft 102 is on the ground. The second transmitter 138 can wirelessly communicate with the aircraft via any suitable communication protocol, such as via cellular, satellite, and / or internet-based connections capable of long-range communication.

[0074] In some examples, the second transmitter 138 is configured to transmit the first status data 126 to the aircraft when the first status data 126 indicates a changed operating mode of the first aircraft component 106. In some examples, the second transmitter 138 is configured to transmit the first status data 126 to the aircraft 102 when the first status data 126 indicates a normal operating mode of the first aircraft component 106.

[0075] The second indicator 140 is configured to operate to provide indication to the ground crew based on the first status data 126 generated by the processor 136. The second indicator 140 can take various forms and in some examples may include one or more of a display, a light, or an audio transmitter. As indicated above, in some examples, the second status data 128 may be received by a computing system from the processing avionics 118 of the aircraft 102. In such an example, the second indicator 140 is configured to operate to provide indication to the ground crew based on the second status data 128 generated by the processing avionics 128.

[0076] The second receiver 134, processor 136, second transmitter 138, and second indicator 140 are located within a second secure environment 142 and also within a second data security environment 144. In some examples, the second secure environment 142 has a lower Development Assurance Level (DAL) than the first secure environment 130 on aircraft 102. In some examples, the second secure environment 142 has a DAL of DAL C or DAL E. In some examples, the second data security environment 144 has a lower Security Assurance Level (SAL) than the first data security environment 132 on aircraft 102. In some examples, the second data security environment 144 has a SAL of SAL 3 or lower. The lower DAL and / or SAL level in computing system 104 can be useful by reducing the certification requirements of computing system 104 while still providing a higher assurance environment in an aircraft including the processing avionics equipment 118.

[0077] This difference between the first security environment 130 and the second security environment 142, and / or between the first data security environment 132 and the second data security environment 144, can be facilitated by encrypting data, such as first sensor data 122 and second sensor data 126, before such data transmission between the aircraft 102 and the computing system 104, and decrypting data, such as first sensor data 122 and second sensor data 126, after such data transmission between the aircraft 102 and the computing system 104. It will be understood that many encryption / decryption protocols may be suitable, and therefore, for the sake of brevity, details of such encryption / decryption are not provided herein, but this will be apparent to those skilled in the art without undue limitation.

[0078] In use, the first sensor 110 is configured to acquire first sensor data 122 relating to the first aircraft component 106, and the second sensor 112 is configured to acquire second sensor data 124 relating to the second aircraft component 108. As indicated above, the first aircraft component 106 may include relatively low-priority aircraft components, and the second aircraft component 108 may include relatively high-priority aircraft components. Therefore, the first sensor data 122 may include relatively low-priority sensor data, while the second sensor data 124 may include relatively high-priority sensor data.

[0079] For relatively low-priority sensor data, such as first sensor data 122, delays in data processing and / or interruptions in data delivery may be considered acceptable in certain circumstances. This allows first sensor data 122 to be transmitted from aircraft 102 to computing system 104 via first transmitter 114, and specifically to second receiver 134. The received first sensor data 122 can then be processed by processor 136 in a manner similar to that described above for processor 36 of computing system 14 in the first embodiment of system 10, to generate first state data 126 indicating the operating mode of first aircraft component 106.

[0080] When the first status data 126 indicates a change in the operating mode of the first aircraft component 106, the first status data is transmitted from the computing system 104 to the aircraft 102 via the second transmitter 138 and the first receiver 116.

[0081] Then, the first indicator 120 can, at least in part, indicate to the aircraft crew the changed operating mode of the first aircraft component 106 based on the first state data 126. (See also: Regarding...) Figure 1As mentioned in the first embodiment of system 10, the aircraft crew can then take appropriate remedial actions based on the indication of the changed operating mode of the first aircraft component 106, such as by scheduling appropriate maintenance actions.

[0082] Similarly, the second indicator 140 may alternatively or additionally provide the ground crew with an indication of the changed operating mode of the first aircraft component 106. The ground crew may then take appropriate remedial action to restore the aircraft component 106 to its normal operating mode, for example, by scheduling maintenance actions to be performed on the first aircraft component 106.

[0083] For relatively high-priority sensor data, such as second sensor data 124, delays in data processing and / or interruptions in data delivery may be considered unacceptable, for example, when a change in the operational state of the second aircraft component 108 is considered critical to the operation of the aircraft 102.

[0084] Therefore, the second sensor data 124 is processed using onboard avionics 118 to generate second state data 128 indicating the operating mode of the second aircraft component 108. The first indicator 120 can then, at least in part, indicate the changed operating mode of the second aircraft component 108 to the aircraft crew based on the second state data 128. (See also: Regarding...) Figure 1 As mentioned in the first embodiment of system 10, the aircraft crew can then take appropriate remedial actions based on the indication of a changed operating mode of the first aircraft component 106. Such actions may include, for example, reverting the aircraft crew to operation of another aircraft component to perform functions previously provided by the second aircraft component, or scheduling appropriate maintenance actions.

[0085] What will be understood is... Figure 2 The second embodiment of system 100 also enables the use of sensors that do not need to be integrated with existing avionics equipment. This allows new sensors with additional and / or alternative functions compared to existing sensors to be added to the aircraft in a relatively cost-effective and efficient manner with minimal impact on the aircraft class. Figure 2 System 100 also ensures that for relatively high-priority data and / or components, processing can be maintained on the aircraft via processing avionics 118, which ensures data continuity and reduces latency.

[0086] exist Figure 3 The flowchart illustrates a method 200 according to a first embodiment of system 10 and a second embodiment of system 100.

[0087] Method 200 includes obtaining 202 sensor data associated with aircraft components of the aircraft via onboard sensors on the aircraft.

[0088] Method 200 includes transmitting sensor data 204 to an off-board computing system.

[0089] Method 200 includes processing sensor data received at 206 via one or more processors of an off-board computing system to determine state data indicating the operating mode of aircraft components.

[0090] Method 200 includes transmitting 208 status data from an off-board computing system to the aircraft when status data indicates a change in the aircraft's operating mode.

[0091] The method includes an operational mode that directs changes to aircraft components via the aircraft.

[0092] Similar to the first embodiment 10 of system 10 and the second embodiment of system 100, method 200 enables the use of sensors that do not require integration with existing avionics equipment. This allows new sensors with additional and / or alternative functions compared to existing sensors to be added to the aircraft in a relatively cost-effective and efficient manner with minimal impact on the aircraft class.

[0093] While the above discussion focuses on monitoring aircraft components associated with landing gear, such as tires and brakes, it will be understood that the discussion can be applied to any aircraft component and associated sensors. Examples include fuel tanks and associated fuel level and / or fuel composition sensors. Other examples of aircraft components and associated sensors associated with landing gear include landing gear extension / retraction mechanisms, such as hydraulic struts, and associated sensors, such as hydraulic strut pressure sensors, hydraulic strut temperature sensors, hydraulic strut compression angle sensors, hydraulic strut compression speed sensors, and hydraulic strut compression distance sensors.

[0094] exist Figure 4 The diagram illustrates an exemplary system 300 in which the first embodiment 10 and the second embodiment 100 can be practiced, showing an aircraft 302 and a computing system 304. The computing system 304 is not on the aircraft 302, for example, it is located away from the aircraft 302.

[0095] It should be noted that, unless otherwise expressly stated, the term “or” as used herein shall be interpreted as “and / or”.

Claims

1. A system for processing aircraft sensor data, the system comprising: An aircraft, the aircraft including a sensor, an aircraft component associated with the sensor, a first transmitter and a first receiver; as well as A computing system located remotely from the aircraft, the computing system comprising one or more processors, a second transmitter, and a second receiver; in: The aircraft is configured to transmit sensor data sensed by the sensors to the computing system via the first transmitter; The computing system is configured as follows: Sensor data transmitted from the aircraft is received via the second receiver; The received sensor data is processed using one or more processors to generate status data indicating the operating mode of the aircraft components; and When the status data indicates a change in the operating mode of the aircraft component, The status data is transmitted to the aircraft via the second transmitter; and The aircraft is configured to indicate changes in the operating mode of its components based at least in part on status data received by the first receiver. The computing system is configured to indicate further operational modes of the aircraft components based at least in part on the state data, the further operational modes having a lower priority than the changed operational modes.

2. The system according to claim 1, wherein, The sensor, the first transmitter, and the first receiver are located in a first security environment on the aircraft, the first security environment having a first development assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second security environment of the computing system, the second security environment having the same second development assurance level as the first development assurance level.

3. The system according to claim 1 or 2, wherein, The sensor, the first transmitter, and the first receiver are located in a first data security environment on the aircraft, the first data security environment having a first security assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second data security environment of the computing system, the second data security environment having a second security assurance level with the same as the first security assurance level.

4. The system according to claim 1, wherein, The sensor, the first transmitter, and the first receiver are located in a first security environment on the aircraft, the first security environment having a first development assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second security environment of the computing system, the second security environment having a second development assurance level different from the first development assurance level.

5. The system according to claim 4, wherein, The second development assurance level is lower than the first development assurance level.

6. The system according to any one of claims 1-2 and 4-5, wherein, The sensor, the first transmitter, and the first receiver are located in a first data security environment on the aircraft, the first data security environment having a first security assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second data security environment of the computing system, the second data security environment having a second security assurance level different from the first security assurance level.

7. The system according to claim 6, wherein, The second security assurance level is lower than the first security assurance level.

8. The system according to any one of claims 1-2, 4-5 and 7, wherein, The aircraft is configured to encrypt the sensor data before transmitting it to the computing system via the first transmitter; and The computing system is configured to decrypt the sensor data received by the second receiver via one or more processors of the computing system.

9. The system according to any one of claims 1-2, 4-5 and 7, wherein, The aircraft includes one or more onboard processors configured to process sensor data of the aircraft components to obtain onboard status data indicating an operating mode of the aircraft components associated with the sensors, and the aircraft is configured to indicate a changed operating mode of the aircraft components based at least in part on the onboard status data and when the onboard status data indicates a changed operating mode of the aircraft components.

10. The system according to any one of claims 1-2, 4-5 and 7, wherein: The aircraft includes multiple sensors, each configured to acquire corresponding sensor data associated with the aircraft components; The aircraft is configured to transmit sensor data from each of the plurality of sensors to the computing system via the first transmitter; The computing system is configured to receive sensor data transmitted from each of the plurality of sensors via the second receiver; and The computing system is configured to process sensor data received from each of the plurality of sensors via one or more processors of the computing system to determine state data indicating a change in the operating mode of the aircraft component.

11. The system according to any one of claims 1-2, 4-5 and 7, wherein, The sensor includes at least one of the following: tire pressure monitoring sensor, brake wear sensor, tire tread sensor, tire temperature sensor, brake temperature sensor, hydraulic strut pressure sensor, hydraulic strut temperature sensor, hydraulic strut compression angle sensor, hydraulic strut compression speed sensor, and hydraulic strut compression distance sensor.

12. An aircraft comprising a sensor, an aircraft component associated with the sensor, a transmitter, and a receiver, wherein, The aircraft is configured to: Sensor data from the sensor is transmitted via the transmitter to a computing system located away from the aircraft. The system receives status data from the sensor data via the receiver, obtained through one or more processors of the computing system, the status data indicating a changed operating mode of the aircraft component; and The change in the operating mode of the aircraft components is indicated at least in part based on the status data received by the receiver. The computing system is configured to indicate further operational modes of the aircraft components based at least in part on the state data, the further operational modes having a lower priority than the changed operational modes.

13. An off-board computing system, the off-board computing system comprising one or more processors, transmitters, and receivers, wherein, The off-board computing system is configured as follows: Sensor data from the aircraft is received via the receiver, and the sensor data is associated with aircraft components of the aircraft. The received sensor data is processed using one or more processors to generate status data indicating the operating mode of the aircraft components; and When the status data indicates a change in the operating mode of the aircraft component, the status data is transmitted to the aircraft via the transmitter. The off-board computing system is configured to indicate, at least in part, a further change in operating mode for the aircraft component based on the state data, the further change in operating mode having a lower priority than the changed operating mode.

14. A method for processing aircraft sensor data, the method comprising: Sensor data associated with the aircraft components of the aircraft is obtained via sensors on the aircraft; The sensor data is transmitted to an off-board computing system; The received sensor data is processed by one or more processors of the off-board computing system to determine state data that indicates the operating mode of the aircraft components; When the status data indicates a change in the operating mode of the aircraft, the status data is transmitted from the off-board computing system to the aircraft; as well as The aircraft indicates the change in the operating mode of its components. The method includes processing received sensor data via one or more processors of the off-board computing system to determine further state data indicating further operating modes of the aircraft component, and indicating, at the off-board computing system, a further changed operating mode of the aircraft component when the further operating mode of the aircraft component includes a further changed operating mode of the aircraft component, the further changed operating mode having a lower priority than the changed operating mode.

15. The method according to claim 14, wherein, The method includes scheduling maintenance actions to be performed on the aircraft components based at least in part on the state data.

16. The method of claim 14, wherein, The method includes scheduling further maintenance actions to be performed on the aircraft components based at least in part on the further status data.

17. A system for processing aircraft sensor data, the system comprising: An aircraft, the aircraft including onboard sensors and aircraft components associated with the sensors; as well as Off-board computing systems; in, The off-board computing system is configured as follows: Receive sensor data transmitted from the aircraft; process the received sensor data to determine the changed operating mode of the aircraft components; and The message instructing the aircraft component to change its operating mode is transmitted to the aircraft; and The aircraft is configured to operate in a mode that indicates changes to aircraft components based at least in part on the messages. The off-board computing system is configured to indicate, at least in part, a further change in operating mode for the aircraft component based on the message, the further change in operating mode having a lower priority than the changed operating mode.

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