System and method for reducing exhaust of aircraft

Abstract

A system (100) and method includes a user interface (110) including a display (112) and an input device (114). The input device (114) is configured to be operated to provide parameters for flight of the aircraft (102). The control unit (108) is in communication with the user interface (110). The control unit (108) is configured to receive the parameter from the user interface (110) and determine one or both of an emission of the aircraft (102) during a flight phase of the aircraft (102) or an emission cost of a flight of the aircraft (102).

Description

Technical Field

[0001] The examples disclosed herein generally relate to systems and methods for reducing emissions from aircraft during various phases of flight. Background Technology

[0002] Aircraft are used to transport passengers and cargo between various locations. A typical airport sees many aircraft take off and land every day.

[0003] As is understandable, reducing fuel costs is desirable when operating an aircraft. Some regulatory bodies levy taxes and / or fines regarding aircraft emissions within airspace. An aircraft's flight management computer can provide different speed modes, such as long-range cruise, economy, selected speed mode, and required arrival time. Selecting a specific mode during a particular flight phase can improve efficiency and optimize fuel consumption, thereby achieving the operator's desired overall time and cost objectives.

[0004] However, different speed modes typically do not take into account permissible emission levels, such as those set by different countries and regulatory agencies. Summary of the Invention

[0005] A system and method are needed to account for the emission costs of an aircraft's flight. Furthermore, a system and method are needed to reduce emissions during the flight of an aircraft.

[0006] In view of these needs, certain examples of this disclosure provide a system including a user interface with a display and input devices. The input devices are configured to operate to provide parameters for the flight of the aircraft. A control unit communicates with the user interface. The control unit is configured to receive parameters from the user interface and determine one or both of the aircraft's emissions during a flight phase and the emission costs of the aircraft's flight. In at least one example, the control unit is configured to determine both the aircraft's emissions during a flight phase and the emission costs of the aircraft's flight. Examples of parameters include the aircraft's flight path, airspeed, and altitude during the flight phase.

[0007] In at least one example, the system also includes one or more sensors configured to detect emissions from the aircraft. As another example, the one or more sensors include one or more carbon dioxide sensors. As yet another example, the one or more carbon dioxide sensors are coupled to one or more engines of the aircraft.

[0008] In at least one example, the aircraft includes a user interface and a control unit.

[0009] The system may also include a performance database that communicates with the control unit. The performance database stores green factors related to emissions and emission costs. As another example, the performance database also stores the aircraft's drag factor and fuel flow factor.

[0010] In at least one example, the control unit is also configured to display one or both of emissions or emission costs on a display of the user interface.

[0011] In at least one example, the user interface is configured to allow the selection of a green mode for flight. The green mode is configured to generate reduced emissions.

[0012] In at least one example, the control unit is also configured to automatically operate one or more controls of the aircraft during flight to reduce emissions or emission costs, or both.

[0013] The control unit can be an artificial intelligence or machine learning system.

[0014] Certain examples of this disclosure provide a method that includes receiving parameters from a user interface by a control unit; and determining emissions of the aircraft during the flight phase of the aircraft and the emission costs of the aircraft's flight by the control unit.

[0015] Some examples of this disclosure provide an aircraft that includes the system described herein. Attached Figure Description

[0016] Figure 1 A block diagram of a system according to an example of this disclosure is shown.

[0017] Figure 2 A flowchart of an example method according to this disclosure is shown.

[0018] Figure 3 A flowchart of an example method according to this disclosure is shown.

[0019] Figure 4 A schematic block diagram of a control unit according to an example of this disclosure is shown.

[0020] Figure 5 A front view of a display according to an example of this disclosure is shown.

[0021] Figure 6 A perspective front view of an aircraft according to an example of this disclosure is shown. Detailed Implementation

[0022] The above summary and the following detailed description of certain examples will be better understood when read in conjunction with the accompanying drawings. As used herein, elements or steps detailed in the singular and preceded by the words "a" or "an" should be understood as not necessarily excluding multiple elements or steps. Furthermore, the reference to "an example" is not intended to be interpreted as excluding the existence of additional examples that also include the detailed features. Moreover, unless explicitly stated to the contrary, examples that "comprising" or "having" one or more elements with a particular condition may include additional elements that do not have that condition.

[0023] Examples of this disclosure provide systems and methods configured to reduce carbon emissions during different phases of flight (e.g., by optimizing flight path parameters using carbon profiles and a green flight index, which can be input to a control unit, such as the aircraft's flight management computer). The control unit analyzes these inputs, in addition to performance parameters, to provide the aircraft with flight path, altitude, and airspeed, which are configured to optimize thrust and reduce fuel combustion, thereby reducing the carbon footprint and thus reducing any carbon taxes or penalties.

[0024] Figure 1 A block diagram of a system 100 according to an example of this disclosure is shown. In at least one example, system 100 is on an aircraft 102. Aircraft 102 includes one or more engines 104 that are powered by fuel and generate thrust and emissions.

[0025] The aircraft 102 also includes sensors 106 configured to detect various environmental conditions. For example, one or more carbon dioxide sensors 106a are configured to detect carbon dioxide emissions from one or more engines 104. The carbon dioxide sensors 106a may be mounted on and / or within the engine 104. Alternatively, the carbon dioxide sensors 106a may be mounted near (e.g., downstream of the exhaust port of the engine 104) one or more engines 104.

[0026] As another example, one or more temperature sensors 106b are configured to detect temperature. For example, temperature sensor 106b may be mounted on or inside engine(s) 104 and configured to detect the internal or external temperature of engine(s) 104. As another example, temperature sensor(s) 106b may be a thermometer fixed to other parts of aircraft 102 and configured to detect the ambient temperature of the air outside aircraft 102.

[0027] As another example, one or more pressure sensors 106c are configured to detect pressure. For example, pressure sensors 106c may be mounted on or inside engines 104 and configured to detect the internal pressure of engines 104. As another example, pressure sensors 106c may be barometers fixed to other parts of the aircraft and configured to detect atmospheric pressure.

[0028] As another example, one or more humidity sensors 106d are configured to detect humidity. For example, one or more humidity sensors 106d may be mounted on or inside one or more engines 104 and configured to detect humidity within one or more engines 104. As another example, one or more humidity sensors may be attached to other parts of the aircraft 102 and configured to detect atmospheric humidity.

[0029] The aircraft 102 may include more or fewer sensors 106 than shown. For example, the aircraft 102 may include a temperature sensor 106b configured to detect the temperature of one or more engines 104, and another temperature sensor 106b configured to detect the ambient air temperature. As another example, the aircraft 102 may include a pressure sensor 106c configured to detect the internal pressure of one or more engines 104, and another pressure sensor 106c configured to detect atmospheric pressure. As another example, the aircraft 102 may include a humidity sensor 106d configured to detect humidity within one or more engines 104, and another humidity sensor 106d configured to detect atmospheric humidity. Optionally, the sensors 106 may not include one or more of the temperature sensor 106b, pressure sensor 106c, and / or humidity sensor 106d.

[0030] Control unit 108 communicates with sensor 106 via one or more wired or wireless connections. In at least one example, control unit 108 is or otherwise includes a flight management computer. Optionally, control unit 108 may be located remotely from aircraft 102 (e.g., at a monitoring location, which may be land-based) and communicate with aircraft 102 via communication devices (e.g., one or more antennas, one or more transceivers, one or more radios, etc.).

[0031] The control unit 108 also communicates with a user interface 110 on the aircraft 102. The user interface 110 may be part of a computer workstation (e.g., within the cockpit or flight deck of the aircraft 102). For example, a flight management computer may include the user interface 110. The flight management computer typically receives data about flight plans between departure and arrival / destination airports. The flight management computer can be used to control various aspects of the aircraft 102. For example, the flight management computer can be used to automatically control the operation of the aircraft 102. As another example, the user interface 110 is a handheld device, such as a smartphone, tablet, etc. Optionally, examples of this disclosure may not include a user interface (e.g., in an unmanned aircraft).

[0032] User interface 110 includes a display 112 and an input device 114. Pilots can use user interface 110 to monitor operations, control operations, review information, etc. In at least one example, the display 112 is an electronic monitor, television, etc., and the input device 114 includes one or more of a keyboard, mouse, stylus, etc. In at least one example, the display 112 and input device 114 are integrated into a touchscreen interface.

[0033] The aircraft 102 includes a control unit 116 for controlling the operation of the aircraft 102. Examples of the control unit 116 include a steering console, a yoke, a joystick, one or more brakes, buttons, dials, keys, accelerators, buttons, or pedals. In at least one example, a control unit 108 communicates with the control unit 116 (e.g., via one or more wired or wireless connections).

[0034] The control unit 108 also communicates with the performance database 118 (e.g., via one or more wired or wireless connections). As shown, the performance database 118 may be on the aircraft 102. Alternatively, the performance database 118 may be located remotely from the aircraft 102 (e.g., at a monitoring location).

[0035] Performance database 118 stores performance data for aircraft 102. In at least one example, performance database 118 stores performance data for a specific aircraft 102, contrasting it with data for general-purpose aircraft other than aircraft 102. The performance data includes information about the operational capabilities of aircraft 102. For example, performance data includes information about how much fuel an aircraft 102 of a specific weight will burn at a specific airspeed, a specific altitude, a specific time period, etc. In at least one example, performance data includes one or more performance models for aircraft 102. The performance models of the aircraft can be predetermined and stored in memory. Performance models can include general performance models for a type, a category, or a series of aircraft. For example, when manufacturing aircraft 102, a general performance model for a specific type of aircraft (such as a Boeing 737) can be determined. Performance data can also be based on the general performance model of a specific aircraft 102 and historical data. In at least one example, performance data is based on historical data from previous flights of the specific aircraft 102.

[0036] Performance database 118 stores green factor 120, which includes emissions information about aircraft 102. The emissions information includes previous (stored from previous (one or more) flights) and / or predicted (e.g., predicted from performance models) emissions, such as carbon dioxide emissions, from aircraft 102 during various phases of previous and / or future flights. For example, the emissions information includes various levels of emissions from aircraft 102 at various airspeeds and altitudes during various phases of flight. The emissions information provides different levels of emissions at different airspeeds and altitudes.

[0037] In at least one example, the Green Factor 120 also includes emission costs for different levels of emissions (such as taxes or penalties levied by one or more regulatory agencies). For example, emission costs are associated with various combinations of airspeed, altitude, and location.

[0038] In at least one example, the performance database 118 also stores the drag factor 122 and the fuel flow factor 124 of the aircraft 102. The drag factor 122 includes the aeroelastic effects of the aircraft during different phases of flight, such as climb, cruise, and descent. The drag factor 122 also includes the aeroelastic effects of the aircraft 102 at various speeds, weights, etc., during different phases of flight. The fuel flow factor 124 includes information about the fuel consumption of the aircraft 102 during different phases of flight.

[0039] In operation, control unit 108 analyzes the green factor 120, and optional drag factor 122 and / or fuel flow factor 124, of the aircraft 102 during different phases of flight (such as climb, cruise, and descent). The green factor 120, drag factor 122, and fuel flow factor 124 differ during the different phases of flight. The first set of green factors 120, drag factor 122, and fuel flow factor 124 during the climb phase differs from the second set during the cruise phase, and the second set during the cruise phase further differs from the third set during the descent phase.

[0040] In at least one example, control unit 108 operates to display different flight options on display 112 of user interface 110. For example, control unit 108 is configured to provide emission information on display 112 for various airspeeds, altitudes, positions, etc., at various stages of flight of aircraft 102. In this way, control unit 108 allows the operator of aircraft 102 to view various options of emission information on display 112. For example, the operator can input information for suggested flight paths, airspeeds, and altitudes for various stages of flight. Based on the input information, control unit 108 retrieves a green factor 120 for such input information and then outputs a signal that includes data on emission costs associated with the input information. Control unit 108 determines emission costs by comparing the input information (e.g., suggestions regarding airspeed, altitude, position in different airspaces, etc.) with emission information that associates the input information and emission costs (e.g., taxes, fines, etc. assessed by regulatory agencies at different locations) with aircraft 102. Control unit 108 displays the resulting emission costs on display 112, thereby allowing the operator to assess whether these costs outweigh other factors, such as time of arrival. For example, while flying along a relatively direct route in airspace with stricter emission costs may get you to your destination faster, operators can choose different flight paths at different airspeeds and / or altitudes to avoid the associated emission costs.

[0041] In at least one example, the operator can select a green mode for flight via input device 114, which reduces emissions from aircraft 102 and also lowers emissions costs. The green mode may include a flight path different from a more direct route to the destination, but generates reduced aircraft emissions and lowers emissions costs.

[0042] During flight, sensor 106 detects various aspects of the aircraft 102 and / or the environment. For example, one or more carbon dioxide sensors 106a detect carbon dioxide emissions from one or more engines 104 of the aircraft 102. In at least one example, the operator can select one or more emission limits for flight via input device 114. If one or more carbon dioxide sensors 106a detect carbon dioxide emissions close to one or more emission limits (such as 90% of the emission limit) during flight, control unit 108 can automatically operate control device 116 to reduce the airspeed of the aircraft 102, change the altitude of the aircraft 102, etc., thereby reducing emissions.

[0043] For example, the operator can select a green mode for flight, in which aircraft 102 does not exceed a specific magnitude of carbon dioxide emissions during a particular phase of flight. Control unit 108 receives signals from sensor 106, which include data regarding sensing aspects. For example, control unit 108 receives signals from one or more carbon dioxide sensors 106a, which include information about emitted carbon dioxide. If control unit 108 determines that emitted carbon dioxide is not within a predetermined percentage of a predetermined emission limit, control unit 108 does not interrupt the current operation of aircraft 102. However, if control unit 108 determines that emitted carbon dioxide has reached a predetermined percentage (and / or is close to emission penalties or taxes), control unit 108 automatically operates control devices 116 (e.g., by reducing airspeed, changing altitude, deviating from the current flight path, etc.) to reduce emitted carbon dioxide. Control unit 108 may also receive temperature information from one or more temperature sensors 106b, pressure information from one or more pressure sensors 106c, and / or humidity information from one or more humidity sensors 106d in a similar manner, and automatically operate aircraft 102 via control device 116 in a similar manner to avoid temperature, pressure, and / or humidity limitations that can be set by the operator via user interface 110. In this way, control unit 108 is configured to automatically operate aircraft 102 to reduce emissions and avoid or otherwise reduce emissions costs. Alternatively, control unit 108 may not be configured to automatically operate aircraft 102.

[0044] In at least one example, the control unit 108 can also determine (e.g., estimate) the fuel level of the aircraft 102 before flight based on the drag factor 122 and fuel flow factor 124 during different phases of flight, rather than simply based on a set of average factors or factors during the cruise phase. The control unit 108 analyzes the green factor 120, drag factor 122, and fuel flow factor 124 for different phases of flight (such as climb, cruise, and descent), and can provide configurable parameters that can be displayed on the display 112. In at least one example, the control unit 108 adjusts the drag polarity aeroelastic effects and the consequences of fuel flow based on the drag factor 122 and fuel flow factor 124 during different phases of flight. Because the control unit 108 analyzes the green factor 120, drag factor 122, and fuel flow factor 124 for different phases of flight (e.g., each phase of flight), the control unit 108 can synchronize the planned flight cost estimate with the actual fuel combustion during long-range flights.

[0045] In at least one example, control unit 108 provides a green factor 120, as well as optional drag and fuel flow factors 122 and 124, for the climb, cruise, and descent phases of flight, and these green factors 120, drag and fuel flow factors 124 and 126 can be displayed on display 112 as configurable parameters. As shown, display 112 can be on aircraft 102. Alternatively, display 112 can be located remotely from aircraft 102. In at least one example, control unit 108 can display information on display 112 within aircraft 102 and on another display 112 located remotely from aircraft 102.

[0046] As described herein, control unit 108 incorporates the emissions costs of various flight plans (such as those included in green factor 120). Control unit 108 correlates emissions costs with aircraft type, engine-specific CO2 profile tables, etc., as inputs to determine the desired flight profile. In at least one example, the operator can operate user interface 110 to input a green flight index (e.g., the desired green operating mode), which is received by control unit 108 to predict emissions and any associated penalties and costs. During flight, the operator can select the optimized profile to follow by selecting a green flight mode for the climb, cruise, and / or descent phases. Control unit 108 can display various emissions profiles for different flight options on display 112.

[0047] As described herein, system 100 includes a user interface 110, which includes a display 112 and an input device 114 configured to operate to provide parameters for the flight of the aircraft. This flight may be a future flight that has not yet taken off. Alternatively, the flight may be in progress, and the operator can input parameters for a future portion of the flight. Control unit 108 communicates with user interface 110. Control unit 108 is configured to receive parameters from user interface 110 and determine one or both of the emissions of aircraft 102 during a flight phase of aircraft 102 or the emission costs of the flight of aircraft 102. In at least one example, the parameters include the flight path, airspeed, and altitude of the aircraft during the flight phase.

[0048] Figure 2 A flowchart illustrating an example method according to this disclosure is shown. References Figure 1 and Figure 2 At point 200, control unit 108 receives input of flight parameters for various phases of the flight between the departure and destination airports. These flight parameters include flight path, altitude, airspeed, etc., for each phase. In at least one example, an operator (such as a pilot) inputs the flight parameters via input device 114 of user interface 110.

[0049] At point 202, control unit 108 uses data from performance database 118 to analyze flight parameters to predict emissions from aircraft 102 and emission costs at various stages. For example, performance database 118 includes data about aircraft 102 (e.g., historical emissions) and emission models used to predict emissions at specific airspeeds, altitudes, etc. Control unit 108 determines the predicted emissions and emission costs by comparing input flight parameters with data within performance database 118 (e.g., information within green factor 120).

[0050] At point 204, the operator selects a flight profile that reduces emissions and emission costs. For example, control unit 108 displays the predicted emissions and emission costs of the input flight parameters on display 112 of user interface 110. Based on this information, the operator can select a flight profile that includes the input flight parameters, or input different flight parameters if the predicted emissions and emission costs are too high.

[0051] At 206, after selecting a flight profile, the aircraft is operated according to the profile. Control unit 108 monitors the aircraft's emissions information during flight (e.g., via data signals received from one or more sensors 106, such as carbon dioxide sensors 106a). At 208, control unit 108 determines whether emissions, as detected by the carbon dioxide sensors 106a, are approaching predetermined limits regarding emissions and / or emissions costs. The predetermined limits may be 90% of the emission value or emissions costs (such as fines or taxes). Optionally, the predetermined limits may be less than 90% (e.g., 75%) or greater than 90% (e.g., 95%). If emissions do not reach the limits, the method returns to 206, where the aircraft 102 continues to operate according to the flight profile. However, if emissions do reach the limits, the method proceeds from 208 to 210, where control unit 108 automatically operates control device 116 to automatically control the aircraft 102 to reduce the emissions of the aircraft 102.

[0052] Figure 3 A flowchart of an example method according to this disclosure is shown. In at least one example, a method includes determining whether a carbon dioxide profile is available. For example, a carbon dioxide profile relates to the emissions of an aircraft under various flight parameters. Control unit 108 searches a database (such as performance database 118) for such carbon dioxide profiles. If these are unavailable, an individual (such as an operator) can enter information. For example, the operator can uplink a profile from another source.

[0053] refer to Figure 1 and Figure 3Instead of inputting flight parameters, the operator can instead input a green cost index via user interface 110. The green cost index includes the expected amount of emissions (e.g., emission limits) and / or the expected amount of emission costs (e.g., no emission taxes or penalties, or emission taxes or penalties not exceeding a specific amount) for various phases of flight. At 220, control unit 108 receives the green cost index and at 222 provides a green mode for flight, which includes flight paths, airspeed, altitude, etc., for various phases conforming to the green cost index. At 224, control unit 108 then determines whether the green mode is feasible for flight given time constraints, flight path limitations, etc. If not, the method proceeds from 224 to 226, where control unit 108 outputs an alarm signal displayed on display 112, indicating to the operator that the green cost index needs to be modified to achieve an acceptable green mode for flight. At 228, the operator modifies one or more portions of the green cost index (e.g., by adjusting the expected emissions and / or expected emission costs). The method then returns to 220. However, if the green mode is feasible at 224, the control unit 108 outputs an acceptance signal, which is displayed on the display 112 (indicating that the green module is feasible). At 230, the operator selects the green mode. At 232, the aircraft 102 operates according to the green mode. The control unit 108 can also automatically operate the aircraft 102 via the automatic operation of the control device 116 to ensure compliance with the green mode (i.e., achieving emission targets and / or emission costs).

[0054] Figure 4 A schematic block diagram of a control unit 108 according to an example of the present disclosure is shown. In at least one example, the control unit 108 includes at least one processor 300 in communication with a memory 302. The memory 302 stores instructions 304, received data 306, and generated data 308. Figure 4 The control unit 108 shown is merely exemplary and not limiting.

[0055] As used herein, the terms “control unit,” “central processing unit,” “CPU,” “computer,” etc., can 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 circuitry or processor (including hardware, software, or a combination thereof) capable of performing the functions described herein. These are merely exemplary and are therefore not intended to limit the definition and / or meaning of these terms in any way. For example, control unit 108 may be or include one or more processors configured to control operation (as described herein).

[0056] Control unit 108 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, control unit 108 may include or be coupled to one or more memories. Data storage units may also store data or other information as desired or required. Data storage units may take the form of information sources within the processing machine or physical memory elements.

[0057] This set of instructions can include various commands that instruct the control unit 108 of the processing machine to perform specific operations, such as methods and procedures exemplified in various examples of the subject matter described herein. This set of instructions can be in the form of a software program. Software can take various forms, such as system software or application software. Furthermore, software can be a collection of individual programs, a subset of programs within a larger program, or a part of a program. The software can also include modular programming in the form of object-oriented programming. The processing machine's processing of input data can be in response to user commands, the results of previous processing, or a request from another processing machine.

[0058] The example diagrams in this document may illustrate one or more control or processing units, such as control unit 108. It should be understood that a processing or control unit may represent a circuit, a circuit system, or a portion thereof, which may be implemented as hardware having associated instructions (e.g., software stored on a tangible and non-transitory computer-readable storage medium, such as a computer hard disk drive, ROM, RAM, etc.) to perform the operations described herein. The hardware may include a state machine circuit system hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuitry comprising and / or connected to one or more logic-based devices, such as microprocessors, processors, controllers, etc. Optionally, control unit 108 may represent a processing circuit system, such as one or more of a field-programmable gate array (FPGA), application-specific integrated circuit (ASIC), microprocessor(s), etc. The circuits in the various examples may be configured to execute one or more algorithms to perform the functions described herein. One or more algorithms may include aspects of the examples disclosed herein, whether or not explicitly identified in the flowcharts or methods.

[0059] 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 types of data storage units described above are merely exemplary and are therefore not limiting in terms of the types of memory that can be used to store computer programs.

[0060] refer to Figures 1-4 The examples disclosed in this subject matter provide systems and methods that allow computing devices to analyze large amounts of data quickly and efficiently. For example, control unit 108 can analyze various flight parameters of aircraft 102 related to emissions information. Therefore, a large amount of data that might be indistinguishable to humans is being tracked and analyzed. As described herein, control unit 108 efficiently organizes and / or analyzes large amounts of data. Control unit 108 analyzes the data in a relatively short time to quickly and efficiently determine flight emissions information and / or green modes. Humans would not be able to efficiently analyze such a large amount of data in such a short time. Therefore, the examples disclosed herein offer enhanced and efficient functionality and significantly superior performance compared to humans analyzing large amounts of data.

[0061] In at least one example, components of system 100 (e.g., control unit 108) provide and / or enable the computer system to operate as a special computer system for automatically determining the aircraft's flight emissions information and green mode. Control unit 108 improves upon standard computing devices by determining information in an efficient and effective manner.

[0062] As described above, the control unit 108 can automatically operate the aircraft 102 to reduce emissions and emission costs. For example, the control unit 108 can automatically operate the control device 116 (e.g., an autopilot system) to automatically control one or more aspects of the aircraft 102, thereby reducing the emissions of the aircraft 102 and lowering the emission costs of the aircraft 102's flight.

[0063] In at least one example, all or part of the systems and methods described herein may be, or otherwise include, artificial intelligence (AI) or machine learning systems capable of automatically performing the operations of the methods also described herein. For example, control unit 108 may be an AI or machine learning system. These types of systems can be trained and / or self-trained based on external information to iteratively improve the accuracy of analyzed data, thereby automatically determining emissions and associated costs. Over time, these systems can improve by determining information with increased accuracy and speed, thereby significantly reducing the likelihood of any potential errors. For example, an AI or machine learning system can learn and determine the performance capabilities of aircraft 102 and automatically determine the emissions / costs of planned flights of aircraft 102. The AI ​​or machine learning systems described herein may include techniques enabled by adaptive predictive capabilities that exhibit at least a 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. The system can be trained and retrained using feedback from one or more previous analyses of data, integrated data, and / or other such data. Based on this feedback, the system can be trained by adjusting one or more parameters, weights, rules, criteria, etc., used in its analysis. This process can be performed using data and integrated data instead of training data, and can be repeated multiple times to iteratively improve the determination of emissions and associated costs. Training minimizes conflicts and disturbances by executing an iterative training algorithm in which the system is retrained with a set of updated data (e.g., data received before, during, and / or after each flight of aircraft 102) and based on feedback examined prior to the system's most recent training. This provides a robust analytical model that can better determine situational information in a cost-effective and efficient manner.

[0064] Figure 5 A front view of a display 112 according to an example of this disclosure is shown. (Reference) Figure 1 and Figure 5 The control unit 108 can operate the display to show area 400 for inputting selection parameters for the green cost index. The display 112 also shows area 402 for emission reductions and area 404 for savings. The control unit 108 determines emission reductions and savings based on the parameters input into the green cost index. The operator can input different parameters into area 400 to view different emission reductions and savings. It should be understood that... Figure 5 The display 112 shown is merely an example and not a limitation.

[0065] Figure 6 A perspective front view of an aircraft 102 according to an example of this disclosure is shown. The aircraft 102 includes a propulsion system 512, which includes, for example, an engine 514. Optionally, the propulsion system 512 may include more engines 514 than shown. The engines 514 are carried by wings 516 of the aircraft 102. In other examples, the engines 514 may be carried by a fuselage 518 and / or a tail 520. The tail 520 may also support a horizontal stabilizer 522 and a vertical stabilizer 524. The fuselage 518 of the aircraft 102 defines an internal cabin 530, which includes a cockpit or cabin, one or more work sections (e.g., a galley, carry-on baggage area, etc.), one or more passenger sections (e.g., first class, business class, and economy class sections), one or more lavatories, etc. Figure 6 An example of aircraft 102 is shown. It should be understood that the size, shape, and configuration of aircraft 102 can be different from those of other aircraft. Figure 2 The differences are shown. For example, aircraft 102 can be configured to carry passengers and / or cargo.

[0066] Furthermore, this disclosure includes examples pursuant to the following terms: Clause 1. A system comprising: A user interface, comprising a display and an input device, wherein the input device is configured to be operated to provide parameters for the flight of the aircraft; and A control unit that communicates with the user interface, wherein the control unit is configured to receive the parameters from the user interface and determine one or both of the emissions of the aircraft during the flight phase of the aircraft or the emission costs of the flight of the aircraft.

[0067] Clause 2. The system according to Clause 1, wherein the control unit is configured to determine both the emissions of the aircraft during the flight phase of the aircraft and the emission costs of the flight of the aircraft.

[0068] Clause 3. The system according to Clause 1 or 2, wherein the parameters include the flight path, airspeed, and altitude of the aircraft during the flight phase.

[0069] Clause 4. The system according to any one of Clauses 1-3 further includes one or more sensors configured to detect emissions from the aircraft.

[0070] Clause 5. The system according to Clause 4, wherein the one or more sensors include one or more carbon dioxide sensors.

[0071] Clause 6. The system according to Clause 5, wherein the one or more carbon dioxide sensors are coupled to one or more engines of the aircraft.

[0072] Clause 7. The system according to any one of Clauses 1-6, wherein the aircraft includes the user interface and the control unit.

[0073] Clause 8. The system according to any one of Clauses 1-7 further includes a performance database in communication with the control unit, wherein the performance database stores green factors regarding the emissions and the cost of the emissions.

[0074] Clause 9. The system as described in Clause 8, wherein the performance database also stores the drag factor and fuel flow factor of the aircraft.

[0075] Clause 10. The system according to any one of Clauses 1-9, wherein the control unit is further configured to display one or both of the emissions or the emission costs on the display of the user interface.

[0076] Clause 11. The system according to any one of Clauses 1-10, wherein the user interface is configured to allow selection of a green mode for the flight, wherein the green mode is configured to generate a reduction in the emissions.

[0077] Clause 12. The system according to any one of Clauses 1-11, wherein the control unit is further configured to automatically operate one or more control devices of the aircraft during the flight to reduce one or both of the emissions or the emission costs.

[0078] Clause 13. The system pursuant to any one of Clauses 1-12, wherein the control unit is an artificial intelligence or machine learning system.

[0079] Clause 14. A method for a system, comprising: A user interface, comprising a display and an input device, wherein the input device is configured to be operated to provide parameters for the flight of the aircraft; and A control unit that communicates with the user interface, wherein the control unit is configured to receive the parameters from the user interface and determine one or both of the emissions of the aircraft during the flight phase of the aircraft and the emission costs of the flight of the aircraft. The method includes: The parameters are received from the user interface via the control unit; and The control unit determines the emissions of the aircraft during the flight phase and the emission costs of the flight.

[0080] Clause 15. The method described in Clause 14 further includes detecting emissions from the aircraft via one or more sensors.

[0081] Clause 16. The method according to Clause 14 or 15 further includes displaying one or both of the emissions or the emission costs on the display of the user interface via the control unit.

[0082] Clause 17. The method according to any one of Clauses 14-16 further includes one or more control devices of the aircraft automatically operated by the control unit during the flight to reduce one or both of the emissions or the emission costs.

[0083] Clause 18. An aircraft comprising: One or more engines; One or more sensors are configured to detect emissions from the aircraft; A user interface, comprising a display and an input device, wherein the input device is configured to be operated to provide parameters for the flight of the aircraft, and wherein the parameters include the flight path, airspeed, and altitude of the aircraft during its flight phases; and A control unit that communicates with the user interface, wherein the control unit is configured to: Receive the parameters from the user interface. Determine the emissions of the aircraft during the flight phase of the aircraft, and the emission costs of the flight of the aircraft, and The emissions and the cost of the emissions are displayed on the display of the user interface.

[0084] Clause 19. The aircraft as described in Clause 18, wherein the user interface is configured to allow selection of a green mode for the flight, wherein the green mode is configured to generate a reduced amount of the emissions.

[0085] Clause 20. An aircraft as described in Clause 18 or 19, wherein the control unit is further configured to automatically operate one or more control devices of the aircraft during the flight to reduce the emissions and the emission costs.

[0086] As described herein, examples of this disclosure provide systems and methods for taking into account the emission costs of an aircraft's flight. Furthermore, examples of this disclosure provide systems and methods for reducing emissions during the flight of an aircraft.

[0087] While various spatial and directional terms (such as top, bottom, lower, middle, transverse, horizontal, vertical, front, etc.) may be used to describe examples of this disclosure, it should be understood that these terms are used only with respect to the orientation shown in the accompanying drawings. The orientation may be inverted, rotated, or otherwise changed such that an upper portion becomes a lower portion, and vice versa, horizontal becomes vertical, and so on.

[0088] As used herein, structures, constraints, or elements “configured to” perform a task or operation are specifically formed, constructed, or adapted in a manner corresponding to the task or operation. For clarity and to avoid ambiguity, objects that can only be modified to perform a task or operation are not “configured to” perform the task or operation as used herein.

[0089] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the above examples (and / or aspects thereof) may be used in combination with each other. Furthermore, many modifications may be made to adapt a particular context or material to the teachings of the various examples of this disclosure without departing from its scope. While the dimensions and types of material described herein are intended to define aspects of the various examples of this disclosure, these examples are by no means restrictive but rather exemplary. Many other examples will be apparent to those skilled in the art upon review of the above description. Therefore, the scope of the various examples of this disclosure should be determined by reference to the appended claims and the full scope of their equivalents. In the appended claims and the detailed description herein, the terms “including” and “in which” are used as concise English equivalents to the corresponding terms “comprising” and “wherein”. Furthermore, the terms “first,” “second,” and “third,” etc., are used merely as labels and are not intended to impose numerical requirements on their objects. Furthermore, the limitations of the appended claims are not written in the form of means plus function, and are not intended to be interpreted based on 35 USC § 112(f), unless and only if such a claim limitation expressly uses the phrase “means for…” followed by a statement of function without further descriptive details.

[0090] This specification uses examples to disclose various examples (including best practices) of this disclosure and to enable those skilled in the art to practice the various examples of this disclosure (including making and using any device or system and performing any combined methods). The patentable scope of the various examples of this disclosure is defined by the claims and may include other examples that would occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially indistinguishable from the literal language of the claims.

Claims

1. A system (100) comprising: A user interface (110) includes a display (112) and an input device (114), wherein the input device (114) is configured to be operated to provide parameters for the flight of the aircraft (102); and A control unit (108) communicating with the user interface (110), wherein the control unit (108) is configured to receive the parameters from the user interface (110) and determine one or both of the emissions of the aircraft (102) during the flight phase of the aircraft (102) or the emission costs of the flight of the aircraft (102).

2. The system (100) according to claim 1, wherein, The control unit (108) is configured to determine both the emissions of the aircraft (102) during the flight phase of the aircraft (102) and the emission costs of the flight of the aircraft (102).

3. The system (100) according to claim 1, wherein the parameters include the flight path, airspeed and altitude of the aircraft (102) during the flight phase.

4. The system (100) of claim 1 further includes one or more sensors (106) configured to detect emissions from the aircraft (102).

5. The system (100) according to claim 4, wherein, The one or more sensors (106) include one or more carbon dioxide sensors (106).

6. The system (100) according to claim 5, wherein, The one or more carbon dioxide sensors (106) are coupled to one or more engines (104) of the aircraft (102).

7. The system (100) according to claim 1, wherein the aircraft (102) includes the user interface (110) and the control unit (108).

8. The system (100) of claim 1 further includes a performance database (118) in communication with the control unit (108), wherein the performance database (108) stores green factors (120) regarding the emissions and the emission costs.

9. The system (100) according to claim 8, wherein, The performance database (118) also stores the drag factor (122, 224) and fuel flow factor (124, 226) of the aircraft (102).

10. The system (100) of claim 1, wherein the control unit (108) is further configured to display one or both of the emissions or the emission costs on the display (112) of the user interface (110).

Images