System and method for dynamic aircraft flight path generation

Abstract

A current flight path of the aircraft is defined relative to a two-dimensional grid plane comprising a first plurality of nodes. Each node is associated with a pre-specified location. A first node, a second node, and a third node closest to the current aircraft location are identified. Adjacent aircraft data associated with an adjacent aircraft located within a predetermined distance of the aircraft is received. The adjacent aircraft data includes adjacent aircraft locations for each adjacent aircraft. First, second, and third node weights are assigned to the first, second, and third nodes based in part on pre-specified locations of the first, second, and third nodes relative to neighboring aircraft locations. A modified flight path based at least in part on the first node weight, the second node weight, and the third node weight is generated for display on an onboard display device as a suggested flight path.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Indian Provisional Patent Application No. 202311043333 filed on June 28, 2023, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates generally to aircraft operations, and more particularly to systems and methods for dynamic aircraft flight path generation. Background Art

[0004] Air traffic management in high-density traffic scenarios can pose challenges to air traffic control (ATC). The increase in unmanned aerial systems (UAS) in high-density traffic spaces can create additional work for ATC. Static flight path planning may not be able to adapt to potential mid-air collision scenarios that may result from real-time changes in the position, speed, and flight path of aircraft in high-density traffic areas.

[0005] Therefore, there is a need for systems and methods for dynamic aircraft flight path generation. Summary of the invention

[0006] This Summary is provided to describe selected concepts in a simplified form that are further described in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0007] In various embodiments, a dynamic aircraft flight path generation system includes a flight management system (FMS), a communication circuit, an onboard display device, and a controller. The controller is communicatively coupled to the FMS, the communication circuit, and the onboard display device. The controller is configured to: receive a current flight path of an aircraft from a current aircraft position to a destination position from the FMS; define the current flight path relative to a two-dimensional grid plane including a first plurality of nodes, wherein each node in the two-dimensional grid plane is associated with a pre-specified position; identify a first node, a second node, and a third node that are closest to the current aircraft position in the first plurality of nodes; receive adjacent aircraft data associated with at least one adjacent aircraft within a predetermined distance of the aircraft via the communication circuit, the adjacent aircraft data including an adjacent aircraft position associated with each of at least one adjacent aircraft; assign a first node weight, a second node weight, and a third node weight to the first node, the second node, and the third node based at least in part on the adjacent aircraft position of the at least one adjacent aircraft; and generate a modified flight path based at least in part on the first node weight, the second node weight, and the third node weight for display as a suggested flight path on the onboard display device.

[0008] In various embodiments, a method for dynamically generating an aircraft flight path includes: receiving a current flight path of an aircraft from a current aircraft position to a destination position from a flight management system (FMS) of the aircraft; defining the current flight path relative to a two-dimensional grid plane including a first plurality of nodes by a dynamic aircraft flight path generation system of the aircraft, wherein each node in the two-dimensional grid plane is associated with a pre-specified position; identifying, by the dynamic aircraft flight path generation system, a first node, a second node, and a third node in the first plurality of nodes that are closest to the current aircraft position; receiving, at a dynamic aircraft flight path generation location, via a communication circuit of the aircraft, a communication signal from at least one node located within a predetermined distance of the aircraft. The invention relates to a method of generating a modified flight path for an aircraft according to the present invention, wherein the modified flight path is generated by the dynamic aircraft flight path generation system based at least in part on the first node weight, the second node weight and the third node weight for displaying the modified flight path as a suggested flight path on an onboard display device of the aircraft.

[0009] Furthermore, other desirable features and characteristics of systems and methods for dynamic aircraft flight path generation will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing background. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The present invention will be described below with reference to the following drawings, in which like numerals represent like elements, and in which:

[0011] Figure 1 is a block diagram representation of a system configured to implement dynamic aircraft flight path generation according to at least one embodiment;

[0012] Figure 2 is a block diagram representation of an aircraft including a dynamic aircraft flight path generation system according to at least one embodiment;

[0013] Figure 3 is a flowchart representation of a method of dynamically generating an aircraft flight path according to at least one embodiment; and

[0014] Figure 4 is an illustration of exemplary dynamically generated aircraft flight paths overlaid on a two-dimensional grid according to at least one embodiment. DETAILED DESCRIPTION

[0015] The following detailed description is merely exemplary in nature. As used herein, the word "exemplary" means "used as an example, instance or illustration". Therefore, any embodiment described herein as "exemplary" is not necessarily to be understood as being preferred or advantageous over other embodiments. All embodiments described herein are exemplary embodiments provided to enable those skilled in the art to make or use the present invention, without limiting the scope of the present invention as defined by the claims. In addition, it is not intended to be bound by any express or implied theory presented in the aforementioned technical field, background technology, summary of the invention or the following detailed description.

[0016] Figure 1 1 is a block diagram representation of a system 10 (referred to herein simply as "system" 10) configured to implement dynamic aircraft flight path generation according to an exemplary and non-limiting embodiment of the present disclosure. System 10 may be used on a mobile platform 5, as described herein. In various embodiments, the mobile platform is an aircraft that carries or is equipped with system 10. Figure 1As schematically depicted in FIG, system 10 includes the following components or subsystems, each of which may take the form of a single device or a plurality of interconnected devices: controller circuitry 12 operatively coupled to: at least one display device 14; a computer-readable storage medium or memory 16; an optional input interface 18; and an owner data source 20 including, for example, a flight management system (FMS) 21 and an array of flight system status and geospatial sensors 22.

[0017] In various embodiments, the system 10 may be separate from or integrated with a flight management system (FMS) 21 and / or a flight control system (FCS). Figure 1 1 is schematically illustrated as a single unit, but the various elements and components of the system 10 can be implemented in a distributed manner using any practical number of physically distinct and operationally interconnected hardware or equipment pieces. When the system 10 is used as described herein, the various components of the system 10 are generally located on the mobile platform 5.

[0018] The term "controller circuitry" (and its simplified form "controller") broadly encompasses those components used to perform or otherwise support the processing functions of the system 10. Thus, the controller circuitry 12 may encompass or be associated with a programmable logic array, an application specific integrated circuit, or other similar firmware, as well as any number of individual processors, flight control computers, navigation equipment, computer readable memory (including or in addition to the memory 16), power supplies, storage devices, interface cards, and other standard components. In various embodiments, the controller circuitry 12 embodies one or more processors operatively coupled to a data storage device storing at least one firmware or software program (generally, computer readable instructions embodying an algorithm) for performing the various processing tasks, calculations, and control / display functions described herein. During operation, the controller circuitry 12 may be programmed with and execute at least one firmware or software program (e.g., program 30) that embodies the algorithm described herein for dynamic aircraft flight path generation according to the embodiment on the mobile platform 5, where the mobile platform 5 is an aircraft, and accordingly performs the various processing steps, tasks, calculations, and control / display functions described herein.

[0019] In an embodiment, the controller circuit 12 can exchange data (including real-time wireless data) with one or more external sources 50 to support the operation of the system 10. In this case, the two-way wireless data exchange can occur through a communication network such as a public network or a private network implemented according to the transmission control protocol / Internet protocol architecture or other conventional protocol standards. Encryption and two-way authentication techniques can be applied as appropriate to ensure data security.

[0020] The memory 16 is a storage medium that may encompass any number and type of storage media suitable for storing computer-readable code or instructions such as the aforementioned software program 30, as well as other data that generally supports the operation of the system 10. The memory 16 may also store one or more threshold values ​​34 for use by the algorithms embodied in the software program 30. The one or more databases 28 are another form of storage media; they may be integrated with the memory 16 or separate therefrom.

[0021] In various embodiments, aircraft specific parameters and information for the aircraft may be stored in memory 16 or in database 28 and referenced by program 30. Non-limiting examples of aircraft specific information include aircraft weight and dimensions, performance capabilities, configuration options, and the like.

[0022] The flight parameter sensors and geospatial sensors 22 supply various types of data or measurements during flight of the aircraft to the controller circuitry 12. In various embodiments, the geospatial sensors 22 supply one or more of (but not limited to) the following: inertial reference frame measurements providing position, flight path angle (FPA) measurements, airspeed data, ground speed data (including ground speed direction), vertical velocity data, vertical acceleration data, elevation data, attitude data including pitch data and roll measurements, yaw data, heading information, sensed atmospheric condition data (including wind speed and direction data), flight path data, flight trajectory data, radar elevation data, and geometric elevation data.

[0023] Continue to refer Figure 1 , the display device 14 may include any number and type of image generating devices on which one or more avionics displays 32 may be generated. When the system 10 is used in a "manned" aircraft, the display device 14 may be attached to a static structure in the aircraft cockpit, such as a head-down display (HDD) or head-up display (HUD) unit. In various embodiments, the display device 14 may take the form of a movable display device (e.g., a display device worn by the pilot) or a portable display device, such as an electronic flight bag (EFB), a laptop computer, or a tablet computer carried by the pilot into the aircraft cockpit.

[0024] During operation of the system 10, at least one avionics display 32 is generated on the display device 14; the term "avionics display" is synonymous with the terms "aircraft-related display" and "cockpit display" and encompasses displays generated in text, graphical, cartographic, and other formats. The system 10 may generate various types of lateral and vertical avionics displays 32 on which map views and symbology, text annunciations, and other graphics related to the flight plan are presented for viewing by the pilot. The display device 14 is configured to continuously present at least a lateral display showing the aircraft at its current position within the map data. The avionics displays 32 generated and controlled by the system 10 may include graphical user interface (GUI) objects and alphanumeric input displays of the type typically presented on the screens of multifunction control display units (MCDUs) and control display units (CDUs) in general. Specifically, embodiments of the avionics display 32 include one or more two-dimensional (2D) avionics displays, such as a horizontal (i.e., lateral) navigation display or a vertical navigation display (i.e., a vertical status display VSD); and / or one or more three-dimensional (3D) avionics displays, such as a primary flight display (PFD) or a centrifugal 3D avionics display.

[0025] In various embodiments, the human-machine interface is implemented as an integration of a pilot input interface 18 and a display device 14. In various embodiments, the display device 14 is a touch screen display. In various embodiments, the human-machine interface also includes a separate pilot input interface 18 (such as a keyboard, a cursor control device, a voice input device, etc.), which is generally operatively coupled to the display device 14. Via various display and graphics system processes, the controller circuit 12 can command and control the touch screen display device 14 to generate various graphical user interface (GUI) objects or elements described herein, including, for example, buttons, sliders, etc., which are used to prompt a user to interact with the human-machine interface to provide user input; and for the controller circuit 12 to activate corresponding functions and provide user feedback in response to user input received at the GUI element.

[0026] In various embodiments, the system 10 may also include a dedicated communication circuit 24 that is configured to provide real-time two-way wired and / or wireless data exchange for the controller 12 to communicate with external sources 50 (including each of traffic, air traffic control (ATC), satellite weather sources, ground stations, adjacent aircraft, etc.). In various embodiments, the communication circuit 24 may include a public or private network implemented according to the transmission control protocol / Internet protocol architecture and / or other conventional protocol standards. Encryption and two-way authentication techniques may be applied as appropriate to ensure data security. In some embodiments, the communication circuit 24 is integrated into the controller circuit 12, and in other embodiments, the communication circuit 24 is external to the controller circuit 12.

[0027] In certain embodiments of system 10 , controller circuitry 12 and other components of system 10 may be integrated within or cooperate with any number and types of systems typically deployed on an aircraft, including, for example, FMS 21 .

[0028] The disclosed algorithm is embodied in a hardware program or a software program (eg, program 30 in controller circuit 12) and is configured to operate when the aircraft is in any phase of flight. The algorithm enables dynamic aircraft flight path generation.

[0029] In various embodiments, the provided controller circuit 12, and therefore also its program 30, may incorporate programming instructions for: receiving a current flight path of the aircraft from a current aircraft position to a destination position from the aircraft's FMS; defining the current flight path relative to a two-dimensional grid plane including a first plurality of nodes, wherein each node in the two-dimensional grid plane is associated with a pre-specified position; identifying a first node, a second node, and a third node of the first plurality of nodes that are closest to the current aircraft position; receiving, via the aircraft's communication circuit, neighboring aircraft data associated with at least one neighboring aircraft located within a predetermined distance of the aircraft, the neighboring aircraft data including a neighboring aircraft position associated with each of the at least one neighboring aircraft; assigning a first node weight, a second node weight, and a third node weight to a first node, a second node, and a third node based at least in part on the pre-specified positions of the first node, the second node, and the third node relative to the neighboring aircraft position of the at least one neighboring aircraft; and generating a modified flight path based at least in part on the first node, the second node, and the third node weights for display as a suggested flight path on an onboard display device of the aircraft.

[0030] refer to Figure 2 , shows a block diagram representation of an aircraft 200 including a dynamic aircraft flight path generation system 202 according to at least one embodiment. In various embodiments, the configuration of the aircraft 200 is similar to that of the reference Figure 1 The configuration of the platform 5 is described. The aircraft 200 includes at least one controller 204. The controller 204 includes at least one processor 206 and at least one memory 208. The memory 208 includes the dynamic aircraft flight path generation system 202. In various embodiments, the controller 304 may include additional components to facilitate the operation of the controller 204.

[0031] The controller 204 is configured to be communicatively coupled to the FMS 210, one or more onboard display devices 212, communication circuitry 214, and onboard speakers 216. The FMS 210 is similar to Figure 1 The one or more onboard display devices 212 are similar to Figure 1The onboard device 14 in the communication circuit 214 is similar to Figure 1 The communication circuit 24 in the aircraft 200 is shown in FIG. 24. Although the dynamic aircraft flight path generation system 202 has been described as a component of the controller 204, in various embodiments, the dynamic aircraft flight path generation system 202 may be a component of the FMS of the aircraft 200. The aircraft 200, the controller 204, and / or the dynamic aircraft flight path generation system 202 may include additional components that facilitate the operation of the dynamic aircraft flight path generation system 202. Figure 3 The operation of dynamic aircraft flight path generation system 202 is described in greater detail.

[0032] Reference Figure 3 , a flowchart representation of a method 300 for dynamically generating an aircraft flight path according to at least one embodiment is shown. The method 300 will be described with reference to an exemplary implementation of the dynamic flight path generation system 202. It will be understood in accordance with the present disclosure that the order of operations in the method 300 is not limited to the order in which the operations are performed. Figure 3 The sequences are not illustrated but may be performed in one or more altered sequences where applicable and in accordance with the present disclosure.

[0033] At 302, the dynamic aircraft flight path generation system 202 receives a current aircraft position and a current aircraft speed of the aircraft 200. In various embodiments, the dynamic aircraft flight path generation system 202 receives the current aircraft position and the current aircraft speed from the FMS 210 of the aircraft 200. In various embodiments, the dynamic aircraft flight path generation system 202 receives the current aircraft position and the current aircraft speed from a satellite-based augmentation (SBA) system via the communication circuit 214 of the aircraft 200.

[0034] At 304, dynamic aircraft flight path generation system 202 receives a current flight path for aircraft 200 from a current aircraft position to a destination position. In various embodiments, dynamic aircraft flight path generation system 202 receives the current flight path from FMS 210 of aircraft 200. In various embodiments, the current aircraft position is a current waypoint, and the destination position is a destination waypoint on the current flight path of aircraft 200.

[0035] At 306, the dynamic aircraft flight path generation system 202 defines the current flight path relative to the two-dimensional grid plane. Each node in the two-dimensional grid plane is associated with a pre-specified location. In various embodiments, the predefined location associated with each node is defined by longitude and latitude. In various embodiments, the two-dimensional grid plane is an equidistant two-dimensional grid plane, wherein adjacent nodes in each row and each column of the two-dimensional grid are separated by equal distances.

[0036] At 308 , dynamic aircraft flight path generation system 202 identifies a first node, a second node, and a third node in the two-dimensional grid plane that are closest to the current aircraft position of aircraft 200 .

[0037] At 310, dynamic aircraft flight path generation system 202 receives neighboring aircraft data associated with a neighboring aircraft via communication circuit 214 of the aircraft. In at least one embodiment, the neighboring aircraft is within a predetermined distance of aircraft 200. The neighboring aircraft may include one or more neighboring aircraft within the predetermined distance of aircraft 200. In various embodiments, the neighboring aircraft includes a manned aircraft. In various embodiments, the neighboring aircraft includes an unmanned aircraft. In various embodiments, the neighboring aircraft includes a manned aircraft and an unmanned aircraft. In at least one embodiment, the predetermined distance is within a five-kilometer turning radius of aircraft 200.

[0038] In various embodiments, the dynamic aircraft flight path generation system 202 receives neighbor aircraft data from the neighbor aircraft via peer-to-peer communications. In various embodiments, the dynamic aircraft flight path generation system 202 receives neighbor aircraft data from the neighbor aircraft via a broadcast communication channel. In various embodiments, the dynamic aircraft flight path generation system 202 receives neighbor aircraft data from a ground hub station. In various embodiments, the dynamic aircraft flight path generation system 202 receives neighbor aircraft data associated with at least one neighbor aircraft from the neighbor aircraft and receives neighbor aircraft data associated with at least one neighbor aircraft from a hub ground station.

[0039] In various embodiments, the neighboring aircraft data associated with each neighboring aircraft includes a neighboring aircraft position of the neighboring aircraft. In various embodiments, the neighboring aircraft data associated with each neighboring aircraft includes a neighboring aircraft speed of the neighboring aircraft. In various embodiments, the neighboring aircraft data from one or more neighboring aircraft includes a node weight assigned by the neighboring aircraft to each of the first node, the second node, and the third node. In various embodiments, the neighboring aircraft data from one or more neighboring aircraft includes a current flight path of the neighboring aircraft.

[0040] At 312, the dynamic aircraft flight path generation system 202 assigns a first node weight to each of the first node, the second node, and the third node based on the adjacent aircraft data. In various embodiments, the dynamic aircraft flight path generation system 202 assigns a first node weight to each of the first node, the second node, and the third node based on the pre-specified position of the first node, the second node, and the third node relative to the adjacent aircraft position of the adjacent aircraft. In various embodiments, the dynamic aircraft flight path generation system 202 assigns a first node weight to each of the first node, the second node, and the third node based on the pre-specified position of the first node, the second node, and the third node relative to the adjacent aircraft position and the adjacent aircraft speed associated with the adjacent aircraft. In various embodiments, the dynamic aircraft flight path generation system 202 assigns a first node weight to each of the first node, the second node, and the third node based on the pre-specified position of the first node, the second node, and the third node relative to the adjacent aircraft position associated with each adjacent aircraft, the adjacent aircraft speed, and the current flight path.

[0041] The first node weight is associated with the risk of mid-air collision with an adjacent aircraft. In at least one embodiment, the highest first node weight is associated with the node that exhibits the greatest risk of potential mid-air collision with an adjacent aircraft, the lowest first node weight is associated with the node that exhibits the lowest risk of potential mid-air collision with an adjacent aircraft, and the second highest first node weight is associated with the node that exhibits a lower risk of potential mid-air collision with an adjacent aircraft than the node with the highest node weight and a greater risk of potential mid-air collision with an adjacent aircraft than the node with the lowest node weight. The lower the first node weight, the lower the risk of mid-air collision with an adjacent aircraft on the modified flight path of the aircraft 200 via the node. In various embodiments, the total node weight assigned to each of the first node, the second node, and the third node is the first node weight. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight assigned to each node.

[0042] At 314, if it is determined that the aircraft 200 is in an emergency landing state, the dynamic aircraft flight path generation system 202 assigns a second node weight to each of the first node, the second node, and the third node. When the aircraft 200 is in an emergency landing state, the current flight path of the aircraft 200 is updated to reflect the emergency landing flight path associated with the emergency landing site. The dynamic aircraft flight path generation system 202 identifies a first distance between the first node and the emergency landing site, a second distance between the second node and the emergency landing site, and a third distance between the third node and the emergency landing site.

[0043] The second node weight is associated with the proximity of the aircraft 200 to the emergency landing site via the node. In at least one embodiment, the highest second node weight is associated with the node having the highest distance between the node and the emergency landing site, the lowest second node weight is associated with the node having the shortest distance between the node and the emergency landing site, and the second highest second node weight is associated with the node having a distance between the node and the emergency landing site that is greater than the shortest distance and less than the longest distance. The lower the second node weight, the closer the aircraft 200 is to the emergency landing site on the modified flight path of the aircraft 200 via the node.

[0044] In at least one embodiment, the second node weight has a lower priority than the first node weight. The allocation of a first component of a node weight defined by the first node weight has a higher priority than a second component of a node weight defined by the second node weight. In various embodiments, the total node weight allocated to each of the first node, the second node, and the third node is a combination of the first node weight and the second node weight associated with the node. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight associated with each node.

[0045] At 316, dynamic aircraft flight path generation system 202 assigns a third node weight to each node based on a distance between each of the first node, the second node, and the third node and the destination location. Dynamic aircraft flight path generation system 202 identifies a first distance between the first node and the destination location, a second distance between the second node and the destination location, and a third distance between the third node and the destination location.

[0046] The third node weight is associated with the proximity of the aircraft 200 to the destination location via the node. In at least one embodiment, the highest third node weight is associated with the node having the highest distance between the node and the destination location, the lowest third node weight is associated with the node having the shortest distance between the node and the destination location, and the second highest third node weight is associated with the node having a distance between the node and the destination location that is greater than the shortest distance and less than the longest distance. The lower the third node weight of a node, the closer the aircraft 200 is to the destination location on the modified flight path of the aircraft 200 via the node.

[0047] In at least one embodiment, the third node weight has a lower priority than the first node weight. The allocation of the first component of the node weight defined by the first node weight has a higher priority than the third component of the node weight defined by the third node weight. In various embodiments, the total node weight allocated to each of the first node, the second node, and the third node is a combination of the first node weight and the third node weight associated with the node. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight associated with each node.

[0048] At 318, if it is determined that the neighboring aircraft is a rouge aircraft, the dynamic aircraft flight path generation system 202 assigns a fourth node weight to each of the first node, the second node, and the third node. The neighboring aircraft position of the rouge aircraft is the rouge aircraft position. The dynamic aircraft flight path generation system 202 identifies a first distance between the first node and the rouge aircraft position, a second distance between the second node and the rouge aircraft position, and a third distance between the third node and the rouge aircraft position.

[0049] The fourth node weight is associated with the proximity of the aircraft 200 to the rough aircraft location via the node. In at least one embodiment, the highest fourth node weight is associated with the node having the shortest distance between the node and the rough aircraft location, the lowest fourth node weight is associated with the node having the longest distance between the node and the rough aircraft location, and the second highest fourth node weight is associated with the node having a distance between the node and the rough aircraft location that is greater than the shortest distance and less than the longest distance. The lower the fourth node weight of a node, the farther the aircraft 200 is from the rough aircraft location on the modified flight path of the aircraft 200 via the node.

[0050] In at least one embodiment, the fourth node weight has a priority lower than the first node weight. The allocation of the first component of the node weight defined by the first node weight has a priority higher than the fourth component of the node weight defined by the fourth node weight. In various embodiments, the total node weight assigned to each of the first node, the second node and the third node is a combination of the first node weight associated with the node and the fourth node weight. In various embodiments, the total node weight assigned to each of the first node, the second node and the third node is a combination of the first node weight associated with the node, the second node weight and the fourth node weight. In various embodiments, the total node weight assigned to each of the first node, the second node and the third node is a combination of the first node weight associated with the node, the third node weight and the fourth node weight. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight associated with each node.

[0051] At 320, dynamic aircraft flight path generation system 202 assigns a fifth node weight to each of the first node, the second node, and the third node based on the neighboring aircraft node weights. In various embodiments, the neighboring aircraft data received from each neighboring aircraft includes a first neighboring aircraft node weight, a second neighboring aircraft node weight, and a third neighboring aircraft node weight assigned by the neighboring aircraft to each of the first node, the second node, and the third node, respectively.

[0052] The fifth node weight is associated with the neighboring aircraft node weight assigned by the neighboring aircraft to each of the first node, the second node, and the third node. In at least one embodiment, the highest fifth node weight is associated with the node with the highest neighboring aircraft node weight assigned by the neighboring aircraft, the lowest first node weight is associated with the node with the lowest neighboring aircraft node weight assigned by the neighboring aircraft, and the second highest fifth node weight is associated with the node associated with the neighboring aircraft node weight that falls between the highest neighboring aircraft node weight and the lowest neighboring aircraft node weight. In at least one embodiment, the neighboring aircraft node weights assigned by the neighboring aircraft are aggregated to generate the highest fifth node weight, the second highest fifth node weight, and the lowest fifth node weight. The lower the fifth node weight, the lower the risk of mid-air collision with the neighboring aircraft on the modified flight path of the aircraft 200 via the node.

[0053] In at least one embodiment, the fifth node weight has a lower priority than the first node weight. The allocation of the first component of the node weight defined by the first node weight has a higher priority than the fifth component of the node weight defined by the fifth node weight. In various embodiments, the total node weight allocated to each of the first node, the second node, and the third node is a combination of the first node weight associated with the node and the fifth node weight.

[0054] In various embodiments, the total node weight assigned to each of the first node, the second node, and the third node is a combination of the first node weight, the second node weight, the fourth node weight, and the fifth node weight associated with the node. In various embodiments, the total node weight assigned to each of the first node, the second node, and the third node is a combination of the first node weight, the third node weight, the fourth node weight, and the fifth node weight associated with the node. In various embodiments, the total node weight of each node is a combination of the first node weight and one or more of the following: the second node weight, the third node weight, the fourth node weight, and the fifth node weight. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight associated with each node.

[0055] At 322, the dynamic aircraft flight path generation system 202 generates a modified flight path for the aircraft 200. The dynamic aircraft flight path generation system 202 generates a modified flight path for the aircraft 200 for display on the onboard display device 212 of the aircraft 200 as a suggested flight path. In various embodiments, the total node weight of each node is the first node weight. In various embodiments, the total node weight of each node is a combination of the first node weight and one or more of the following: the second node weight, the third node weight, the fourth node weight, and the fifth node weight. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight associated with each node. In various embodiments, the dynamic aircraft flight path generation system 202 selects the node associated with the lowest total node weight from the first node, the second node, and the third node. The dynamic aircraft flight path generation system 202 updates the current flight path of the aircraft 200 to the modified flight path via the selected node.

[0056] In various embodiments, the dynamic aircraft flight path generation system 202 issues warnings associated with the modified flight path via one or more onboard output devices. In at least one embodiment, the dynamic aircraft flight path generation system 202 issues audio warnings associated with the modified flight path via onboard speakers 216 of the aircraft 200. In at least one embodiment, the dynamic aircraft flight path generation system 202 issues visual warnings associated with the modified flight path via onboard display devices 212 of the aircraft 200. In at least one embodiment, the dynamic aircraft flight path generation system 202 issues audio warnings associated with the modified flight path via onboard speakers 216 and issues visual warnings associated with the modified flight path via onboard display devices 212.

[0057] At 324, dynamic aircraft flight path generation system 202 implements the modified flight path. In at least one embodiment, dynamic aircraft flight path generation system 202 implements the modified flight path in response to receiving pilot authorization via pilot input interface 18 of aircraft 200. In at least one embodiment, if pilot authorization is not received, dynamic aircraft flight path generation system 202 automatically implements the modified flight path after a predetermined period of time after displaying the modified flight path as a suggested flight path on onboard display device 212. Dynamic aircraft flight path generation system 202 returns to 302 and periodically repeats method 300 to dynamically update the current flight path of aircraft 200 to generate the modified flight path until aircraft 200 arrives at the destination location or emergency landing site. In various embodiments, a Dijkstra algorithm may be implemented by the dynamic aircraft flight path generation system to generate node weights.

[0058] refer to Figure 4 , shows an illustration of an exemplary dynamically generated aircraft flight path superimposed on a two-dimensional grid plane according to at least one embodiment. Each node in the two-dimensional grid plane is associated with a pre-specified location. The predefined location associated with each node is defined by longitude and latitude. The two-dimensional grid plane is an equidistant two-dimensional grid plane, where adjacent nodes in each row and each column of the two-dimensional grid are separated by equal distances.

[0059] The original flight path of the aircraft 200 extends between the source position SL and the destination position DL. The original flight path is represented by a thick solid line defined by six nodes located between the source position SL and the destination position DL. The current aircraft position of the aircraft 200 is at the node CL. The first node N1, the second node N2, and the third node N3 are closest to the current position CL of the aircraft 200.

[0060] The dynamic aircraft flight path generation system 202 receives neighboring aircraft data associated with neighboring aircraft within a predetermined distance of the aircraft 200. The dynamic aircraft flight path generation system 202 generates a first node weight for each of the first node N1, the second node N2, and the third node N3 based on the neighboring aircraft data. In this example, the total node weight associated with each node N1, N2, N3 is the first node weight. The first node weight is associated with the risk of a mid-air collision with the neighboring aircraft. The lower the first node weight, the lower the risk of a mid-air collision with the neighboring aircraft on the modified flight path of the aircraft 200 passing through the node.

[0061] Dynamic aircraft flight path generation system 202 determines that second node N2 has the lowest first node weight. The original flight path of aircraft 200 passes through third node N3. Dynamic aircraft flight path generation system 202 generates a modified flight path of aircraft 200 that passes through second node N2. Modification of the original flight path to generate the modified flight path is represented by a thick dashed line.

[0062] In at least one embodiment, the dynamic aircraft flight path generation system 202 defines the current flight path of the aircraft 200 relative to a three-dimensional grid defined by a two-dimensional grid plane and an elevation dimension. The three-dimensional grid includes additional nodes defining an elevation dimension associated with the two-dimensional grid. The dynamic aircraft flight path generation system 202 identifies a first node, a second node, a third node, a fourth node, a fifth node, a sixth node, and a seventh node in the three-dimensional grid that are closest to the current aircraft position of the aircraft 200. The dynamic aircraft flight path generation system 202 assigns a node weight to each of the first node, the second node, the third node, the fourth node, the fifth node, the sixth node, and the seventh node based on neighboring aircraft data received from one or more neighboring aircraft. The dynamic aircraft flight path generation system 202 generates a modified aircraft flight path for the aircraft 200 based on the first node, the second node, the third node, the fourth node, the fifth node, the sixth node, and the seventh node weights.

[0063] In various embodiments, the total node weight of each node is the first node weight determined as described above with respect to the two-dimensional grid plane. In various embodiments, the total node weight of each node is the first node weight and the combination of one or more of the following: the second node weight, the third node weight, the fourth node weight and the fifth node weight, as described above with respect to the two-dimensional grid plane. The modified flight path is generated by the dynamic aircraft flight path generation system 202 based on the total node weight associated with each node. In various embodiments, the dynamic aircraft flight path generation system 202 selects the node associated with the lowest total node weight from the first node, the second node, the third node, the fourth node, the fifth node, the sixth node and the seventh node. The dynamic aircraft flight path generation system 202 updates the current flight path of the aircraft 200 to the modified flight path via the selected node.

[0064] It will be understood by those skilled in the art that the various exemplary logic blocks, modules, circuits and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software or a combination of the two. Some embodiments and specific implementations are described above according to functions and / or logic block components (or modules) and various processing steps. However, it should be understood that such block components (or modules) can be implemented by any number of hardware, software and / or firmware components configured to perform a specified function. In order to clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits and steps have been described above in general according to their functions. Whether such functions are implemented as hardware or software depends on the specific application and the design constraints imposed on the entire system. The technician can implement the described functions in different ways for each specific application, but such specific implementation decisions should not be interpreted as causing deviations from the scope of the present invention. For example, the embodiments of the system or components can use various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which can perform multiple functions under the control of one or more microprocessors or other control devices. In addition, it will be understood by those skilled in the art that the embodiments described herein are only exemplary specific implementations.

[0065] The various exemplary logic blocks, modules, and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in an alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, for example, a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

[0066] The steps of the methods and algorithms described in conjunction with the embodiments disclosed herein may be directly embodied in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in a RAM memory, a flash memory, a ROM memory, an EPROM memory, an EEPROM memory, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and the storage medium may reside in an ASIC.

[0067] Skills and techniques may be described herein according to functions and / or logic block components and reference to symbolic representations of operations, processing tasks and functions that may be performed by various computing components or devices. Such operations, tasks and functions are sometimes referred to as computer-implemented, computerized, software-implemented or computer-implemented. In practice, one or more processor devices may perform the operations, tasks and functions by controlling electrical signals and other processing signals representing data bits at memory locations in a system memory. The memory location for holding data bits is a physical location having specific electrical properties, magnetic properties, optical properties or organic properties corresponding to the data bits. It should be understood that the various block components shown in the figure may be implemented by any number of hardware, software and / or firmware components configured to perform a specified function. For example, the embodiment of a system or component may use various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which may perform multiple functions under the control of one or more microprocessors or other control devices.

[0068] When implemented in software or firmware, the various elements of the system described herein are basically code segments or instructions that perform various tasks. A program or code segment may be stored in a processor-readable medium, or transmitted through a transmission medium or communication path by a computer data signal contained in a carrier. "Computer-readable medium", "processor-readable medium" or "machine-readable medium" may include any medium that can store or transmit information. Examples of processor-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memory, erasable ROMs (EROMs), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. Computer data signals may include any signal that can be propagated on a transmission medium such as an electronic network channel, optical fiber, air, electromagnetic path or RF link. Code segments may be downloaded via computer networks such as the Internet, intranets, LANs, etc.

[0069] Some of the functional units described in this specification have been referred to as "modules" in order to more specifically emphasize their specific implementation independence. For example, the functions referred to as modules herein may be implemented in whole or in part as hardware circuits, which include custom VLSI circuits or gate arrays, finished semiconductors such as logic chips, transistors or other separate components. Modules may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices, etc. Modules may also be implemented in software for execution by various types of processors. The identification module of the executable code may, for example, include one or more physical or logical modules of computer instructions, which may, for example, be organized as objects, processes or functions. However, the executable files of the identified modules do not need to be physically located together, but may include different instructions stored at different locations, which include modules and implement the purpose of the modules when they are logically connected together. In fact, the module of the executable code may be a single instruction or many instructions, and may even be distributed over multiple different code segments, between different programs, and across several memory devices. Similarly, the operating data can be implemented in any suitable form and can be organized in any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations, including on different storage devices and may exist, at least in part, merely as electronic signals on a system or network.

[0070] In this document, relational terms such as first and second, etc., may be used only to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Unless explicitly defined by the claim language, numerical ordinals such as "first", "second", "third", etc., only represent different individuals in a plurality, and do not imply any order or sequence. Unless explicitly defined by the claim language, the sequence of text in any claim does not imply that the processing steps must be performed in a temporal or logical order according to such sequence. Without departing from the scope of the present invention, the method steps may be interchanged in any order, as long as such interchange does not contradict the claim language and is not logically absurd.

[0071] In addition, depending on the context, words such as "connected" or "coupled to" used when describing the relationship between different elements do not imply that a direct physical connection must be made between these elements. For example, two elements may be connected to each other physically, electronically, logically or in any other way through one or more additional elements.

[0072] Although at least one exemplary embodiment has been presented in the aforementioned specific embodiments of the present invention, it should be understood that there are a large number of variations. It should also be understood that an exemplary embodiment or multiple exemplary embodiments are only examples and are not intended to limit the scope, applicability or construction of the present invention in any way. On the contrary, the aforementioned specific embodiments will provide a convenient roadmap for implementing the exemplary embodiments of the present invention for those skilled in the art. It should be understood that, without departing from the scope of the present invention as set forth in the appended claims, various changes may be made to the functions and arrangements of the elements described in the exemplary embodiments.

Claims

1. A dynamic flight path generation system for an aircraft comprises: Flight Management System (FMS); Communication circuits; Onboard display equipment; and a controller communicatively coupled to the FMS, the communication circuit, and the onboard display device, the controller being configured to: receiving from the FMS a current flight path for the aircraft from a current aircraft position to a destination position; defining the current flight path relative to a two-dimensional grid plane including a first plurality of nodes, wherein each node in the two-dimensional grid plane is associated with a pre-specified location; identifying a first node, a second node, and a third node among the first plurality of nodes that are closest to the current aircraft position; receiving, via the communication circuitry, neighbor aircraft data associated with at least one neighbor aircraft located within a predetermined distance of the aircraft, the neighbor aircraft data including a neighbor aircraft position associated with each of the at least one neighbor aircraft; assigning a first node weight, a second node weight, and a third node weight to the first node, the second node, and the third node based at least in part on the pre-designated positions of the first node, the second node, and the third node relative to the neighboring aircraft position of the at least one neighboring aircraft; as well as A modified flight path is generated based at least in part on the first node weight, the second node weight, and the third node weight for display as a suggested flight path on the onboard display device.

2. The system of claim 1, wherein the FMS is configured to receive the current aircraft position from a satellite-based augmentation (SBA) system via the communication circuit. 3 . The system of claim 1 , the controller configured to receive the neighbor aircraft data from the at least one neighbor aircraft via the communication circuitry via one of peer-to-peer communication and from a central ground station.

4. The system of claim 1 , wherein the neighbor aircraft data comprises a neighbor aircraft speed associated with each of the at least one neighbor aircraft, and the controller is configured to: receiving a current aircraft speed from a satellite-based augmentation (SBA) system via the communication circuit; and The first node weight, the second node weight, and the third node weight are assigned to the first node, the second node, and the third node based at least in part on the current aircraft speed and the neighboring aircraft speed of the at least one neighboring aircraft.

5. The system of claim 1 , wherein the controller is configured to: receiving the neighbor aircraft data associated with the at least one neighbor aircraft, the neighbor aircraft data comprising a current flight path of each of the at least one neighbor aircraft; and The first node weight, the second node weight, and the third node weight are assigned to the first node, the second node, and the third node based at least in part on the current flight path of each of the at least one neighboring aircraft.

6. The system of claim 1, wherein the controller is configured to: identifying a first distance, a second distance, and a third distance between the current aircraft position and the destination position via the first node, the second node, and the third node, respectively; and The first node weight, the second node weight, and the third node weight are assigned to the first node, the second node, and the third node based at least in part on the first distance, the second distance, and the third distance, and the first component of the first weight, the second weight, and the third weight associated with the neighboring aircraft data of the at least one neighboring aircraft is assigned with a higher priority than the second component of the first weight, the second weight, and the third weight associated with the first distance, the second distance, and the third distance.

7. The system of claim 1, wherein the controller is configured to: determining whether the aircraft is in an emergency landing state; and The first node weight, the second node weight, and the third node weight are assigned to the first node, the second node, and the third node based at least in part on the determining, and a first component of the first weight, the second weight, and the third weight associated with the neighboring aircraft data of the at least one neighboring aircraft is assigned with a higher priority than a third component of the first weight, the second weight, and the third weight associated with the emergency landing status.

8. The system of claim 1, wherein the controller is configured to: determining whether one of the at least one neighboring aircraft is a rough aircraft located at a rough aircraft location; and The first node weight, the second node weight, and the third node weight are assigned to the first node, the second node, and the third node based at least in part on the determining, with a first component of the first weight, the second weight, and the third weight associated with the neighboring aircraft data of the at least one neighboring aircraft being assigned with a higher priority than a fourth component of the first weight, the second weight, and the third weight associated with the rough aircraft position.

9. The system of claim 1, wherein the controller is configured to: receiving the neighbor aircraft data associated with the at least one neighbor aircraft, the neighbor aircraft data comprising a first neighbor aircraft node weight, a second neighbor aircraft node weight, and a third neighbor aircraft node weight assigned by each of the at least one neighbor aircraft to the first node, the second node, and the third node, respectively; and The first node weight, the second node weight, and the third node weight are assigned to the first node, the second node, and the third node based at least in part on the first neighboring aircraft node weight, the second neighboring aircraft node weight, and the third neighboring aircraft node weight, and the first component of the first weight, the second weight, and the third weight associated with the neighboring aircraft data of the at least one neighboring aircraft is assigned with a higher priority than the fifth component of the first weight, the second weight, and the third weight based on the first neighboring aircraft node weight, the second neighboring aircraft node weight, and the third neighboring aircraft node weight assigned to the first node, the second node, and the third node respectively by each of the at least one neighboring aircraft.

10. A method for dynamically generating a flight path of an aircraft comprises: receiving, from a flight management system (FMS) of the aircraft, a current flight path of the aircraft from a current aircraft position to a destination position; defining, by a dynamic flight path determination system of the aircraft, the current flight path relative to a two-dimensional grid plane comprising a first plurality of nodes, wherein each node in the two-dimensional grid plane is associated with a pre-designated location; identifying, by the dynamic flight path determination system, a first node, a second node, and a third node among the first plurality of nodes that are closest to the current aircraft position; receiving, at the dynamic flight path determination system via communication circuitry of the aircraft, neighbor aircraft data associated with at least one neighbor aircraft located within a predetermined distance of the aircraft, the neighbor aircraft data including a neighbor aircraft position associated with each of the at least one neighbor aircraft; assigning, by the dynamic flight path determination system, a first node weight, a second node weight, and a third node weight to the first node, the second node, and the third node based at least in part on the pre-designated positions of the first node, the second node, and the third node relative to the neighboring aircraft position of the at least one neighboring aircraft; as well as A modified flight path is generated by the dynamic flight path determination system based at least in part on the first node weight, the second node weight, and the third node weight for display as a suggested flight path on an onboard display device of the aircraft.

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