System and method for determining real-time fuel consumption information for aircraft

Abstract

Systems and methods for determining real-time fuel consumption information for an aircraft are disclosed. The system includes one or more control units (102) configured to determine one or more fuel consumption models of the aircraft (112). The method includes determining, by one or more control units (102), one or more fuel consumption models for the aircraft (112). A non-transitory computer readable storage medium includes executable instructions that, in response to execution, cause one or more control units (102) including a processor to perform operations including determining one or more fuel consumption models of an aircraft (112).

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to systems and methods for determining real-time fuel consumption information for an aircraft and providing such information to ground-based systems. Background Art

[0002] Aircraft are used to transport passengers and cargo between various locations. Many aircraft depart from and arrive at a typical airport every day.

[0003] A fundamental requirement across any aircraft operation is to communicate a timely, accurate view of flight parameters, particularly with respect to shared situational awareness between cockpit crew and ground personnel responsible for flight monitoring and in-flight decision support (e.g., dispatchers, flight followers, etc.). While a continuous connection to the cockpit potentially synchronizes such views, such a connection may not be feasible due to limited bandwidth and the high cost of in-flight communications.

[0004] Typically, fuel updates are provided to ground systems and support personnel in an intermittent, irregular manner during aircraft operations. The shorter the update interval, the higher the communication cost. Conversely, increased update time may reduce accuracy and may cause interpolation errors. In general, system latency, manual processing, and increased potential for error reduce the ability of ground systems and personnel to confidently predict fuel consumption deviations from the original flight plan. Summary of the invention

[0005] A need exists for systems and methods for efficiently and effectively deriving, providing, and updating fuel consumption information for an aircraft.

[0006] In view of this need, certain embodiments of the present disclosure provide a system comprising one or more control units configured to determine one or more fuel consumption models of an aircraft. In at least one embodiment, the one or more control units are configured to determine one or more fuel consumption models of the aircraft based on a calibrated performance model of the aircraft, an initial condition of the aircraft, and real-time data of the aircraft. The tracking subsystem determines the real-time data of the aircraft. The calibrated performance model is based on previously recorded aircraft parameters (commonly referred to as Quick Access Record (QAR) data or Continuous Parameter Record (CPL) data). In at least one embodiment, the one or more control units are configured to determine the calibrated performance model based on historical data of the aircraft and a general performance model. The initial conditions may include the payload of the aircraft, the total fuel on the aircraft, the center of gravity of the aircraft, and the weather conditions in which the aircraft is flying.

[0007] In at least one embodiment, the one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model. The one or more control units are configured to output the first fuel consumption model to a ground-based subsystem. The one or more control units are configured to output the second fuel consumption model to the aircraft. As another embodiment, the one or more control units are configured to compare the second fuel consumption model with an actual fuel consumption determined by one or more fuel sensors of the aircraft. The one or more control units are configured to update both the first fuel consumption model and the second fuel consumption model in response to the second fuel consumption model being different from the actual fuel consumption.

[0008] The system may further comprise one or more user interfaces, including a display and an input device. The control unit is configured to display one or more fuel consumption models on the display.

[0009] The control unit may be further configured to automatically operate one or more controls of the aircraft based on the one or more fuel consumption models.

[0010] In at least one embodiment, one or more control units include an artificial intelligence or machine learning system.

[0011] Certain embodiments of the present disclosure provide a method including determining, by one or more control units, one or more fuel consumption models for an aircraft, wherein the determination is based on a calibrated performance model of the aircraft, initial conditions of the aircraft, and real-time data of the aircraft.

[0012] Certain embodiments of the present disclosure provide a non-transitory computer-readable storage medium including executable instructions that, in response to execution of the executable instructions, cause one or more control units including a processor to perform operations including determining one or more fuel consumption models for an aircraft, wherein the determination is based on a calibrated performance model of the aircraft, an initial condition of the aircraft, and real-time data of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 A schematic block diagram of a system according to an embodiment of the present disclosure is shown.

[0014] Figure 2 A block diagram is shown of data for determining a fuel consumption model of an aircraft according to an embodiment of the present disclosure.

[0015] Figure 3 A flow chart of a method for determining a derived fuel consumption model according to an embodiment of the present disclosure is shown.

[0016] Figure 4 A flow chart of a method according to an embodiment of the present disclosure is shown.

[0017] Figure 5 A schematic block diagram of a control unit according to an embodiment of the present disclosure is shown.

[0018] Figure 6 A perspective front view of an aircraft is shown in accordance with an embodiment of the present disclosure. DETAILED DESCRIPTION

[0019] When reading in conjunction with the accompanying drawings, the following detailed description of the above summary of the invention and certain embodiments will be better understood. As used herein, elements or steps stated in singular form and preceded by the word "one" or "a kind of" should be understood to not necessarily exclude the plural number of elements or steps. In addition, reference to "an embodiment" is not intended to be interpreted as excluding the existence of additional embodiments also in conjunction with the features. In addition, unless explicitly pointed out to the contrary, the embodiment of "including" or "having" an element or multiple elements with a specific condition may include an additional element without the condition.

[0020] Embodiments of the present disclosure provide systems and methods configured to communicate accurate fuel consumption information for an aircraft to a ground-based system during aircraft operation without relying on a continuous, real-time connection to the aircraft. In at least one embodiment, a per-tail aircraft performance model is generated and the model is calibrated using historical Quick Access Record (QAR) or Continuous Parameter Record (CPL) data to derive real-time fuel consumption information along the aircraft's current and projected trajectory. To improve accuracy, a parallel version of the model can be run on the cockpit and the results validated using actual flight data. When significant differences are detected, fuel consumption updates can be sent to the ground-based model.

[0021] Figure 1A schematic block diagram of a system 100 is shown. The system 100 includes one or more control units, including a control unit 102 that communicates with a ground-based subsystem 104, such as through one or more wired or wireless connections. Embodiments of the ground-based subsystem 104 include flight dispatchers, air traffic control, flight monitoring entities, aviation operations centers, etc. The ground-based subsystem 104 includes a user interface 106, which includes a display 108 and an input device 110. For example, the display 108 is an electronic monitor, a television, etc., and the input device 110 includes one or more of a keyboard, a mouse, a stylus, etc. In at least one embodiment, the display 108 and the input device 110 are integrated into a touch screen interface. In at least one embodiment, the user interface 106 is a computer workstation. As another embodiment, the user interface 106 is a handheld device, such as a smart phone, a smart tablet, etc. In at least one embodiment, the control unit 102 and the ground-based subsystem 104 are located in a common location, such as a central monitoring location. As another embodiment, the control unit 102 and the ground-based subsystem 104 are remote from each other.

[0022] The control unit 102 also communicates with one or more aircraft 112. For example, the control unit 102 communicates with the aircraft 112 via one or more antennas, transceivers, radios, communication networks (such as private or public Internet communications), etc. In at least one embodiment, the control unit 102 is located remotely from the aircraft 112. As another embodiment, the aircraft 112 may include the control unit 102. In such an embodiment, the control unit 102 may communicate with a user interface 114 of the aircraft, such as via one or more wired or wireless connections.

[0023] The user interface 114 of the aircraft 112 can be arranged in the cockpit or the cockpit. For example, the user interface 114 can be part of the flight computer in the cockpit or the cockpit. The user interface 114 includes a display 116 and an input device 118. For example, the display 116 is an electronic monitor, a television, etc., and the input device 118 includes one or more of a keyboard, a mouse, a stylus, etc. In at least one embodiment, the display 116 and the input device 118 are integrated into a touch screen interface. In at least one embodiment, the user interface 114 is a computer workstation. As another embodiment, the user interface 114 is a handheld device, such as a smart phone, a smart tablet, etc.

[0024] Aircraft 112 also includes one or more fuel sensors 119. Fuel sensors 119 detect the current fuel level of aircraft 112.

[0025] Aircraft 112 also includes a controller 123 for controlling the operation of aircraft 112. Examples of controller 123 include a steering console, a steering wheel, a joystick, one or more brakes, buttons, dials, one or more keys, an accelerator, buttons or pedals, and the like.

[0026] The control unit 102 also communicates with a tracking subsystem 120, for example, via one or more wired or wireless connections. The tracking subsystem 120 may be located remotely from the control unit 102. The tracking subsystem 120 is configured to track real-time data of the aircraft 112, such as the position of the aircraft 112 within the airspace. For example, the aircraft 112 includes one or more position sensors 122 that are detected and tracked by the tracking subsystem 120. The tracking subsystem 120 may be a radar subsystem. As another embodiment, the tracking subsystem 120 may be an automatic dependent surveillance-broadcast (ADS-B) subsystem.

[0027] In at least one embodiment, the position sensor 122 may be an ADS-B transmitter configured to output an ADS-B OUT signal. The ADS-B OUT signal provides information about the aircraft 112 within the airspace. For example, the ADS-B OUT signal provides the position, heading, speed, altitude, etc. of the aircraft 112. The tracking subsystem 120 is configured to receive the ADS-B OUT signal from the aircraft 112. For example, the tracking subsystem 120 includes an ADS-B receiver configured to receive the ADS-B OUT signal from the aircraft 112. In this embodiment, the tracking subsystem 120 is an ADS-B tracking subsystem that determines the current position of the aircraft 112 via satellite navigation through the position signal of the aircraft 112 output by the ADS-B transmitter (i.e., the ADS-B OUT signal). As another embodiment, the tracking subsystem 120 may be a global positioning system.

[0028] The control unit 102 is also in communication with a performance database 124 that stores performance data 126 of the aircraft 112. In at least one embodiment, the performance database 124 may be onboard the aircraft 112, such as within a flight computer. As another embodiment, the performance database 124 is remote from the aircraft 112. In at least one embodiment, the performance database 124 is co-located with the control unit 102. As another embodiment, the performance database 124 is remote from the control unit 102.

[0029] The performance data 126 includes information about the operational capabilities of the aircraft 112. For example, the performance data 126 includes information about how much fuel an aircraft 112 with a specific weight will burn at a specific airspeed, a specific altitude, a specific time period, etc. In at least one embodiment, the performance data 126 includes one or more performance models of the aircraft 112. The performance models of the aircraft 112 may be predetermined and stored in a memory. The performance model may include a generic performance model for a type, class, or series of aircraft. As an example, a generic performance model for a specific type of aircraft (such as a Boeing 737) may be determined when the aircraft 112 is manufactured. As described herein, in at least one embodiment, the control unit 102 generates a derived performance model for a specific aircraft 112 based on the generic performance model and historical data for the specific aircraft.

[0030] In at least one embodiment, the control unit 102 also communicates with one or more notification subsystems 128, such as through one or more wired or wireless connections. The control unit 102 can be located remotely from the notification subsystem 128 and communicate with the notification subsystem 128 through one or more antennas, transceivers, radios, communication networks (e.g., private or public Internet communications), etc.

[0031] In at least one embodiment, the notification subsystem 128 provides quick access recorder (QAR) data to the control unit 102. As another embodiment, the notification subsystem 128 provides continuous parameter logging (CPL) data to the control unit 102. At least one notification subsystem 128 may be onboard the aircraft 112.

[0032] In at least one embodiment, the notification subsystem 128 includes a Notification to Air Mission (NOTAM) communication service. NOTAMs are notifications that contain information provided to flight personnel. NOTAMs indicate the real-time and abnormal status of the national airspace system.

[0033] In at least one embodiment, notification subsystem(s) 128 include a Meteorological Aviation Announcement (METAR) communication service. METAR provides observations of current ground weather at airports.

[0034] In at least one embodiment, notification subsystem(s) 128 include a Terminal Airport Forecast (TAF) communication service. TAF provides future weather forecasts for airports.

[0035] In operation, the control unit 102 provides accurate, real-time fuel consumption information to the ground-based subsystems 104 and the aircraft 112. Specifically, the control unit 102 receives a performance model from a performance database 124 of the aircraft 112, which may be stored in performance data 126. In at least one embodiment, the performance model is specific to a particular aircraft 112. That is, the performance model may be tail number specific to a particular aircraft 112. In at least one embodiment, the performance model is determined based on historical performance data received from the aircraft 112. The historical performance data is determined based on past flights, such as fuel consumption from past flights of the aircraft. The historical performance data may be updated after each flight of the aircraft 112. In at least one embodiment, the performance model of the aircraft 112 is determined from fuel consumption data for each flight phase.

[0036] After receiving the performance model from the performance database 124, the control unit 102 calibrates the performance model using tail number specific data for the aircraft 112. In at least one embodiment, the tail number specific data includes QAR data or CPL data. The control unit 102 may compare the data-driven performance model (such as calibrated by the QAR and / or CPL data) with one or more dynamic factors.

[0037] In at least one embodiment, the control unit 102 receives one or more initial flight conditions for the aircraft 112. For example, the control unit 102 may receive the initial flight conditions from one or more notification subsystems 128. The initial flight conditions may include various types of information about the aircraft 112 prior to planning the flight. For example, the initial flight conditions include the payload of the aircraft 112, the total fuel on the aircraft 112, the center of gravity of the aircraft 112, and the expected weather conditions for the flight of the aircraft 112 between the departure airport and the arrival airport. During the flight, the control unit receives trajectory data for the aircraft, for example, from the tracking subsystem 120. The trajectory data may be ADS-B data.

[0038] In at least one embodiment, the control unit 102 derives the fuel consumption data from a performance model of the aircraft 112. That is, instead of receiving continuous updates from the fuel sensors 119 of the aircraft 112, which may be expensive in terms of communications, the control unit 102 determines the fuel consumption for the flight of the aircraft based on the performance data 126 of the aircraft 112. The control unit 102 outputs the fuel consumption data based on the performance model to the ground-based subsystems 104 and the aircraft 112. The fuel consumption data may be shown on the displays 108 and 116.

[0039] In at least one embodiment, the control unit 102 validates fuel consumption data (derived from a performance model of the aircraft 112) related to actual fuel consumption of the aircraft 112 by running a parallel model on the aircraft 112. That is, the control unit 102 determines a fuel consumption model for the aircraft 112 based on the performance model of the aircraft 112. The fuel consumption model is output to the ground-based subsystem 104 (and may be shown on the display 108) and the aircraft 112 (and may be shown on the display 116). The fuel consumption model on the aircraft 112 is compared to the actual fuel consumption, as determined by the aircraft's fuel sensor 119. For example, the fuel consumption model may be automatically compared to the actual fuel consumption, such as by one control unit 102, another control unit on the aircraft 112, etc. Optionally, the pilot may view the fuel consumption model on the display 116 and compare it to the actual fuel consumption, which may be shown on the display 116 and / or a separate fuel gauge. If the fuel consumption model and the actual fuel consumption are consistent with each other (such as within a tolerance of + / -1% or less), the control unit 102 determines that the fuel consumption model at the ground-based subsystem 104 is accurate. However, if the fuel consumption model and the actual fuel consumption are inconsistent with each other (e.g., outside of tolerance), the aircraft 112 outputs the actual fuel consumption to the control unit 102, which then sends an update signal to the ground-based subsystem 104, which updates the fuel consumption model to conform to the actual fuel consumption. In at least one embodiment, the control unit 102 updates the fuel consumption model (e.g., by sending an update to the ground-based subsystem 104) when a significant difference (e.g., outside of a predetermined tolerance) is detected, such as by comparison of the actual fuel consumption (determined by the fuel sensor 119) and the fuel consumption model. In this case, the control unit 102 provides the update to the ground-based subsystem 104, which then uses the update to reset or improve the ground calculation process to provide an accurate picture of the fuel consumption situation.

[0040] In at least one embodiment, the systems and methods described herein employ flight cockpit-based models to check for any inconsistencies between the onboard model and the actual flight, updating the ground-based model only on an as-needed basis, thereby ensuring accuracy while limiting bandwidth (cost). In addition, the tracking subsystem 120 provides data regarding the projected flight path of the aircraft 112. Based on the projected flight path, the control unit 102 can automatically output fuel alerts and estimated fuel levels for one or more alternative flight paths.

[0041] The communication between the aircraft 112, the control unit 102, and the ground-based subsystems 104 may be limited to times when there is a significant difference (such as outside a predetermined tolerance) between the fuel consumption model and the actual fuel consumption. Thus, the communication cost is significantly reduced compared to continuous communication between the aircraft 112, the control unit 102, and the ground-based subsystems 104.

[0042] In at least one embodiment, the control unit 102 may automatically operate one or more controls of the aircraft 112 in response to the actual fuel consumption being different from the fuel consumption model. For example, the control unit 102 may send a control signal to the aircraft 112 to implement one or more of reducing / increasing airspeed, increasing / decreasing altitude, etc., to ensure that the actual fuel consumption complies with the fuel consumption model. Alternatively, the control unit 102 may not automatically operate the aircraft 112.

[0043] The systems and methods described herein increase operational efficiency and significantly reduce communication costs. As for operational benefits, disseminating consistent and accurate information about the aircraft 112 throughout the operation reduces confusion in the decision-making process and ultimately supports better outcomes. As for cost savings, the systems and methods described herein provide highly accurate fuel information to the ground-based subsystem 104 at a much lower cost than a dedicated, continuous communication connection with the aircraft 112.

[0044] Figure 2 A block diagram showing data for determining a fuel consumption model of an aircraft according to an embodiment of the present disclosure is shown. Figure 1 and Figure 2 Prior to operation (i.e., prior to a planned flight of the aircraft 112), the control unit 102 receives historical, aircraft-specific QAR and / or CPL data 200, such as from the notification subsystem 128 and / or a flight database of past flights. In addition, the control unit 102 receives a generic performance model 202 for the aircraft 112, such as from the performance database 124. The control unit 102 then combines the data 200 and the generic performance model 202 to generate a calibrated aircraft-specific performance model 204.

[0045] During operation (i.e., during flight of the aircraft 112 ), the control unit 102 determines a derived fuel consumption model 205 (or information) based on a calibrated specific aircraft performance model 204 , initial conditions 206 of the aircraft 112 (e.g., fuel, payload, weight, etc.) that may be received from a flight computer and / or notification subsystem 128 of the aircraft 112 , and real-time aircraft data 208 such as received from the tracking subsystem 120 .

[0046] Figure 3FIG. 1 is a flow chart showing a method for determining a derived fuel consumption model according to an embodiment of the present disclosure. Figure 1 and Figure 3 At 300, the control unit 102 receives historical data about the aircraft 112. The historical data includes fuel consumption information from past flights of the aircraft 112. At 302, the control unit 102 receives a generic performance model of the aircraft 112, for example, from the performance database 124. The generic performance model may be a performance model for a particular type, class, series, etc. of aircraft 112, such as determined by a manufacturer. At 304, the control unit 102 determines a calibrated performance model for the aircraft 112 based on the historical data (i.e., actual data from previous flights of the particular aircraft 112) and the generic performance model. As an example, the control unit 102 compares the generic performance model with the historical data and modifies the generic performance model according to the historical data. At 306, the control unit 102 determines a derived fuel consumption model for the aircraft 112 based on the calibrated performance model, initial conditions, and real-time aircraft data. For example, the control unit 102 modifies the derived fuel consumption model in view of the initial conditions of the aircraft 112 and real-time aircraft data received from the tracking subsystem 120, a weather monitoring service, etc.

[0047] Figure 4 A flow chart showing a method according to an embodiment of the present disclosure is shown. Figure 1 and Figure 4 At 400, the control unit 102 outputs a fuel consumption model to the ground-based subsystem 104 and the aircraft 112. The fuel consumption model may be Figure 3 Thus, the ground-based subsystem 104 has a first fuel consumption model for the aircraft 112, and the aircraft 112 has a second fuel consumption model. Upon receipt, the first fuel consumption model is the same as the second fuel consumption model.

[0048] At 402, a fuel consumption model on the aircraft 112 (i.e., a second fuel consumption model) is compared with actual fuel consumption as determined by one or more fuel sensors 119 during flight of the aircraft 112. One or more control units (such as the control unit 102 and / or a control unit of a flight computer of the aircraft 112) perform the comparison.

[0049] At 404, the control unit determines whether there is a difference between the fuel consumption model and the actual fuel consumption on the aircraft 112, such as relative to a predetermined tolerance. The predetermined tolerance may be a 1% difference. Alternatively, the predetermined tolerance may be less than 1%, such as 0.2%, 0.5%, etc. Alternatively, the predetermined tolerance may be greater than 1%, such as 1.5%, 2%, etc.

[0050] If the fuel consumption model on the aircraft 112 does not differ from the actual fuel consumption, the method returns to 402. However, if the fuel consumption model on the aircraft 112 differs from the actual fuel consumption, the method proceeds to 406, where the aircraft 112 outputs a signal including data regarding the difference in actual fuel consumption, and the control unit 102 then outputs an update signal to the aircraft 112 that updates the fuel consumption model on the aircraft 112 to conform to the actual fuel consumption. At 408, the control unit 102 also outputs an update signal to the ground-based subsystem 104 that updates the fuel consumption model (e.g., the first fuel consumption model) at the ground-based subsystem 104. The method then returns to 402.

[0051] See also Figure 1-Figure 4 , the systems and methods described herein include one or more control units (such as control unit 102) configured to determine one or more fuel consumption models for aircraft 112. In at least one embodiment, the one or more control units are configured to determine the one or more fuel consumption models for aircraft 112 based on a calibrated performance model for the aircraft, an initial condition for the aircraft, and real-time aircraft data. In at least one embodiment, the one or more control units are configured to determine the calibrated performance model based on historical data for aircraft 112 and a generic performance model.

[0052] In at least one embodiment, the one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model. The one or more control units are configured to output the first fuel consumption model to the ground-based subsystem 104, and the one or more control units are configured to output the second fuel consumption model to the aircraft 112. As another embodiment, the one or more control units are configured to compare the second fuel consumption model with an actual fuel consumption determined by one or more fuel sensors 119 of the aircraft 112. In at least one additional embodiment, the one or more control units are configured to update both the first fuel consumption model and the second fuel consumption model in response to the second fuel consumption model being different from the actual fuel consumption.

[0053] Figure 5 A schematic block diagram of a control unit 500 according to an embodiment of the present disclosure is shown. Figure 1 The control unit 102 shown in FIG. 1 may be configured as a control unit 500. In at least one embodiment, the control unit 500 includes at least one processor 501 in communication with a memory 502. The memory 502 stores instructions 504, received data 506, and generated data 508. Figure 5 The control unit 500 shown in FIG. 5 is exemplary only and is not limiting.

[0054] As used herein, the terms "control unit," "central processing unit," "CPU," "computer," and the like may include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuits or processors, including hardware, software, or a combination thereof, capable of performing the functions described herein. This is exemplary only, and thus is not intended to limit the definition and / or meaning of such terms in any way. For example, the control unit 102 may be or include one or more processors configured to control operations, as described herein.

[0055] The control unit 102 is configured to execute a set of instructions stored in one or more data storage units or elements (such as one or more memories) to process data. For example, the control unit 102 may include or be connected to one or more memories. The data storage unit may also store data or other information as required or desired. The data storage unit may be in the form of an information source or physical memory element within the processing machine.

[0056] The group of instructions may include various commands that instruct the control unit 102 to perform specific operations as a processor, such as the methods and processes of various embodiments of the subject matter described herein. The group of instructions may be in the form of a software program. The software may be in various forms, such as system software or application software. Further, the software may be in the form of a collection of independent programs, a subset of programs within a larger program, or a part of a program. The software may also include modular programming in the form of object-oriented programming. The processing of the input data by the processor may be in response to a user command, or in response to the result of a previous process, or in response to a request made by another processor.

[0057] The illustrations of the embodiments herein may show one or more control or processing units, such as control unit 102. It should be understood that a processing or control unit may represent a circuit, circuit system, or part thereof that may be implemented as hardware with associated instructions (e.g., software stored on a tangible and non-transitory computer-readable storage medium (such as a computer hard drive, ROM, RAM, etc.) to perform the operations described herein. The hardware may include a state machine circuit that is hardwired to perform the functions described herein. Alternatively, the hardware may include an electronic circuit that includes and / or is connected to one or more logic-based devices, such as a microprocessor, a processor, a controller, etc. Optionally, control unit 102 may represent a processing circuit such as one or more of a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a microprocessor, etc. The circuits in different embodiments may be configured to execute one or more algorithms to perform the functions described herein. Whether or not explicitly identified in a flowchart or method, one or more algorithms may include aspects of the embodiments disclosed herein.

[0058] As used herein, the terms "software" and "firmware" are interchangeable and include any computer program stored in a data storage unit (e.g., one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above data storage unit types are exemplary only and therefore do not limit the types of memory that can be used to store computer programs.

[0059] See also Figure 1-Figure 5 , embodiments of the present disclosure provide systems and methods that allow computing devices to quickly and efficiently analyze large amounts of data. For example, the control unit 102 can analyze various aspects of the aircraft 112, air traffic, notifications, performance models, etc. As such, large amounts of data that may not be discernible to humans are being tracked and analyzed. As described herein, large amounts of data are effectively organized and / or analyzed by the control unit 102. The control unit 102 analyzes the data in a relatively short period of time in order to quickly and efficiently determine a fuel consumption model. Humans cannot effectively analyze such large amounts of data in such a short period of time. As such, embodiments of the present disclosure provide increased and efficient functionality, as well as greatly superior performance associated with humans analyzing large amounts of data.

[0060] In at least one embodiment, components of system 100, such as control unit 102, provide and / or enable a computer system to operate as a dedicated computer system for automatically determining a fuel consumption model. Control unit 102 improves upon standard computing devices by determining such information in an efficient and effective manner.

[0061] In at least one embodiment, all or part of the systems and methods described herein may be or otherwise include an artificial intelligence (AI) or machine learning system that can automatically perform the operations of the methods also described herein. For example, the control unit 102 may be an artificial intelligence or machine learning system. These types of systems may be trained and / or self-trained by external information to repeatedly improve the accuracy of how to analyze data to automatically determine a fuel consumption model. Over time, these systems can be improved by determining such information with increased accuracy and speed, thereby significantly reducing the possibility of any potential errors. For example, an AI or machine learning system may learn and determine the performance capabilities of an aircraft, traffic at an airport, etc., and automatically determine a fuel consumption model. The AI ​​or machine learning system described herein may include technology enabled by adaptive predictive capabilities, and it exhibits at least some degree of autonomous learning to automate and / or enhance pattern detection (e.g., identifying irregularities or regularities in data), customization (e.g., generating or modifying rules to optimize record matching), etc. Feedback from one or more previous analyses of data, aggregate data, and / or other such data may be used to train and retrain the system. Based on this feedback, the system may be trained by adjusting one or more parameters, weights, rules, criteria, etc. used in the system analysis. The process may be performed using data and population data rather than training data, and may be repeated multiple times to repeatedly improve the determination of fuel levels. Training minimizes conflicts and interference by performing an iterative training algorithm in which the system is retrained using updated data sets (e.g., data received before, during, and / or after each flight of the aircraft 112) and based on feedback examined prior to the most recent training of the system. This provides a robust analytical model that is capable of better determining situational information in a cost-effective and efficient manner.

[0062] Figure 6 A perspective front view of an aircraft 112 according to an embodiment of the present disclosure is shown. The aircraft 112 includes a propulsion system 612 including, for example, engines 614. Optionally, the propulsion system 612 may include more engines 614 than shown. The engines 614 are carried by wings 616 of the aircraft 112. In other embodiments, the engines 614 may be carried by a fuselage 618 and / or a tail 620. The tail 620 may also support a horizontal stabilizer 622 and a vertical stabilizer 624. The fuselage 618 of the aircraft 112 defines an interior cabin 630 that includes a cockpit or cab, one or more work sections (e.g., a galley, a personnel carry-on baggage area, etc.), one or more passenger sections (e.g., first class, business class, and second class sections), one or more lavatories, etc. Figure 6 An embodiment of an aircraft 112 is shown. It should be understood that the size, shape, and configuration of the aircraft 112 may vary. Figure 6In at least one embodiment, the systems and methods described herein can be used to derive energy consumption information for various other types of power sources (eg, batteries, hydrogen cells, etc.).

[0063] Furthermore, the present disclosure includes embodiments according to the following items:

[0064] Item 1. A system comprising:

[0065] One or more control units are configured to determine one or more fuel consumption models for the aircraft.

[0066] Item 2. The system of Item 1, wherein the one or more control units are configured to determine one or more fuel consumption models for the aircraft based on a calibrated performance model of the aircraft, an initial condition of the aircraft, and real-time data for the aircraft.

[0067] Item 3. The system according to Item 2 also includes a tracking subsystem for determining real-time data of the aircraft.

[0068] Item 4. The system of item 2 or 3, wherein the calibrated performance model is based on quick access record (QAR) data or continuous parameter record (CPL) data.

[0069] Item 5. The system of any of Items 2-4, wherein the one or more control units are configured to determine the calibrated performance model based on historical data of the aircraft and a generic performance model.

[0070] Item 6. A system according to any of Items 2-5, wherein the initial conditions include the payload of the aircraft, the total fuel on the aircraft, the center of gravity of the aircraft, and the weather conditions in which the aircraft is flying.

[0071] Item 7. A system according to any one of items 1-6, wherein one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model, wherein one or more control units are configured to output the first fuel consumption model to a ground-based subsystem, and wherein one or more control units are configured to output the second fuel consumption model to the aircraft.

[0072] Item 8. The system of Item 7, wherein the one or more control units are configured to compare the second fuel consumption model with actual fuel consumption determined by one or more fuel sensors of the aircraft.

[0073] Item 9. The system of item 8, wherein the one or more control units are configured to update both the first fuel consumption model and the second fuel consumption model in response to the second fuel consumption model being different from the actual fuel consumption.

[0074] Item 10. The system according to any one of items 1-9, further comprising one or more user interfaces, the one or more user interfaces comprising a display and an input device, wherein the control unit is configured to display one or more fuel consumption models on the display.

[0075] Item 11. The system of any one of Items 1-10, wherein the one or more control units are further configured to automatically operate one or more controls of the aircraft based on the one or more fuel consumption models.

[0076] Item 12. A system according to any of Items 1-11, wherein the one or more control units include an artificial intelligence or machine learning system.

[0077] Item 13. A method comprising:

[0078] One or more fuel consumption models of the aircraft are determined by one or more control units, wherein the determination is based on a calibrated performance model of the aircraft, initial conditions of the aircraft and real-time data of the aircraft.

[0079] Item 14. The method according to Item 13 also includes determining real-time data of the aircraft through a tracking subsystem.

[0080] Item 15. The method of Item 13 or 14, wherein the calibrated performance model is based on Quick Access Record (QAR) data or Continuous Parameter Record (CPL) data.

[0081] Item 16. The method of any one of Items 13-15, wherein the determining further comprises determining a calibrated performance model based on historical data of the aircraft and a generic performance model.

[0082] Item 17. A method according to any of Items 13-16, wherein the initial conditions include the payload of the aircraft, the total fuel on the aircraft, the center of gravity of the aircraft, and the weather conditions in which the aircraft is flying.

[0083] Item 18. The method according to any one of items 13-17, wherein the one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model, wherein the method further comprises:

[0084] outputting the first fuel consumption model to a ground-based subsystem via one or more control units;

[0085] outputting the second fuel consumption model to the aircraft via one or more control units;

[0086] comparing, by the one or more control units, the second fuel consumption model with actual fuel consumption determined by one or more fuel sensors of the aircraft; and

[0087] Both the first fuel consumption model and the second fuel consumption model are updated by the one or more control units in response to the second fuel consumption model being different from the actual fuel consumption.

[0088] Item 19. The method according to any one of Items 13-18 further includes automatically operating one or more controls of the aircraft based on one or more fuel consumption models by one or more control units.

[0089] Item 20. A non-transitory computer-readable storage medium comprising executable instructions that, in response to being executed, cause one or more control units including a processor to perform operations comprising:

[0090] One or more fuel consumption models for the aircraft are determined, wherein the determination is based on a calibrated performance model for the aircraft, an initial condition for the aircraft, and real-time data for the aircraft.

[0091] As described herein, embodiments of the present disclosure provide systems and methods for effectively and efficiently deriving, providing, and updating fuel consumption information for an aircraft.

[0092] Although various spatial and directional terms (such as, top, bottom, lower, middle, lateral, horizontal, vertical, front, etc.) may be used to describe embodiments of the present disclosure, it should be understood that these terms are used only relative to the orientation shown in the drawings. The orientation may be reversed, rotated or otherwise changed so that upper is lower and vice versa, horizontal becomes vertical, etc.

[0093] As used herein, a structure, limitation, or element "configured to" perform a task or operation is specifically structurally formed, constructed, or adapted in a manner corresponding to the task or operation. For clarity and avoidance of doubt, an object that can merely be modified to perform a task or operation is not "configured for" performing a task or operation as used herein.

[0094] It should be understood that the above description is intended to be illustrative rather than restrictive. For example, the above embodiments (and / or aspects thereof) may be used in combination with each other. In addition, without departing from the scope of the present disclosure, many modifications may be made to adapt specific situations or materials to the teachings of the various embodiments of the present disclosure. Although the size and type of materials described herein are intended to define the aspects of the various embodiments of the present disclosure, the embodiments are by no means restrictive, but exemplary embodiments. After reviewing the above description, many other embodiments will be apparent to those skilled in the art. Therefore, the scope of the various embodiments of the present disclosure should be determined with reference to the appended claims and the full range of equivalents to which these claims are assigned. In the appended claims and the detailed description herein, the terms "including" and "wherein" are used as the plain English equivalents of the corresponding terms "including" and "wherein". In addition, the terms "first", "second", and "third", etc. are used only as labels and are not intended to impose numerical requirements on their objects. In addition, the limitations of the following claims are not written in a device-plus-function format and are not intended to be interpreted in accordance with Section 112 of Chapter 35 of the United States Code. Unless and until such claim limitations explicitly use the phrase "device for..." after the functional statement to avoid additional structures.

[0095] This written description uses embodiments to disclose various embodiments of the present disclosure, including the best mode, and also enables any person skilled in the art to practice the various embodiments of the present disclosure, including making and using any device or system and performing any combined method. The protectable scope of the various embodiments of the present disclosure is defined by the claims, and may include other embodiments that occur to those skilled in the art. If the embodiments have structural elements that do not differ from the literal language of the claims, or if the embodiments include equivalent structural elements that do not differ substantially from the literal language of the claims, these other embodiments are intended to fall within the scope of the claims.

Claims

1. A system (100) for determining real-time fuel consumption information of an aircraft, comprising: One or more control units (102) are configured to determine one or more fuel consumption models for an aircraft (112).

2. The system (100) according to claim 1, wherein: The one or more control units (102) are configured to determine the one or more fuel consumption models of the aircraft (112) based on a calibrated performance model of the aircraft (112), an initial condition of the aircraft (112), and real-time data of the aircraft (112).

3. The system (100) of claim 2, further comprising a tracking subsystem (100, 120), the tracking subsystem (100, 120) determining the real-time data of the aircraft (112).

4. The system (100) according to claim 2, wherein: The calibrated performance model is based on Quick Access Record (QAR) data or Continuous Parameter Record (CPL) data.

5. The system (100) according to claim 2, wherein: The one or more control units (102) are configured to determine the calibrated performance model based on historical data of the aircraft (112) and a generic performance model.

6. The system (100) according to claim 2, wherein: The initial conditions include the payload of the aircraft (112), the total fuel on board the aircraft (112), the center of gravity of the aircraft (112), and the weather conditions in which the aircraft (112) is flying.

7. The system (100) according to claim 1, wherein: The one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model, wherein the one or more control units (102) are configured to output the first fuel consumption model to a ground-based subsystem (104), and wherein the one or more control units (102) are configured to output the second fuel consumption model to the aircraft (112).

8. The system (100) according to claim 7, wherein: The one or more control units (102) are configured to compare the second fuel consumption model with an actual fuel consumption determined by one or more fuel sensors (119) of the aircraft (112).

9. The system (100) according to claim 8, wherein: The one or more control units (102) are configured to update both the first fuel consumption model and the second fuel consumption model in response to the second fuel consumption model being different from the actual fuel consumption.

10. The system (100) of claim 1, further comprising one or more user interfaces (106, 114), the one or more user interfaces (106, 114) comprising a display (108, 116) and an input device (110, 118), wherein the control unit (102) is configured to display the one or more fuel consumption models on the display (108, 116).

11. The system (100) of claim 1, wherein: The one or more control units (102) are further configured to automatically operate one or more controls (123) of the aircraft (112) based on the one or more fuel consumption models.

12. The system (100) of claim 1, wherein: The one or more control units (102) include an artificial intelligence or machine learning system.

13. A method for determining real-time fuel consumption information of an aircraft, comprising: One or more fuel consumption models of an aircraft (112) are determined by one or more control units (102), wherein the determination is based on a calibrated performance model of the aircraft (112), an initial condition of the aircraft (112) and real-time data of the aircraft (112).

14. The method according to claim 13, further comprising: The real-time data of the aircraft (112) is determined by a tracking subsystem (100, 120).

15. The method according to claim 13, wherein: The calibrated performance model is based on Quick Access Record (QAR) data or Continuous Parameter Record (CPL) data.

16. The method according to claim 13, wherein: The determining further includes determining the calibrated performance model based on historical data of the aircraft (112) and a generic performance model (202).

17. The method according to claim 13, wherein: The initial conditions include the payload of the aircraft (112), the total fuel on board the aircraft (112), the center of gravity of the aircraft (112), and the weather conditions in which the aircraft (112) is flying.

18. The method according to claim 13, wherein: The one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model, wherein the method further comprises: Outputting the first fuel consumption model to a ground-based subsystem (104) via the one or more control units (102); outputting the second fuel consumption model to the aircraft (112) via the one or more control units (102); comparing, by the one or more control units (102), the second fuel consumption model with an actual fuel consumption determined by one or more fuel sensors (119) of the aircraft (112); and Both the first fuel consumption model and the second fuel consumption model are updated by the one or more control units (102) in response to the second fuel consumption model being different from the actual fuel consumption.

19. The method of claim 13, further comprising: One or more controls (123) of the aircraft (112) are automatically operated by the one or more control units (102) based on the one or more fuel consumption models.

20. A non-transitory computer-readable storage medium comprising executable instructions that, in response to being executed, cause one or more control units (102) including a processor to perform operations comprising: One or more fuel consumption models for an aircraft (112) are determined, wherein the determination is based on a calibrated performance model of the aircraft (112), an initial condition of the aircraft (112), and real-time data of the aircraft (112).

Images