Aircraft equipped with a device for detecting turbulence

Abstract

Aircraft (10) with a device (100) for detecting turbulence, comprising the device (100): a first measuring device (110) for acquiring and outputting a first measured value that is indicative of a movement of the aircraft (10) relative to the earth; a second measuring device (110) for recording and outputting a second measured value that is indicative of a movement of the aircraft (10) relative to the air; a computing arrangement (130) which is in communication connection with the first measuring device (110) and the second measuring device (120) and is designed to obtain the first measured value and the second measured value; wherein the computing arrangement (130) is designed to determine a difference between the first measurement and the second measurement, and to determine a turbulence intensity based on the difference; wherein the computing arrangement (130) is configured to compare the second measured value with a specified range of values ​​for the second measured value, and to classify a turbulence as classified turbulence if the second measured value is outside the specified range of values, wherein the computing arrangement (130) is configured to determine a frequency of occurrence of these classified turbulences; wherein the computing arrangement (130) is designed to recognize a turbulent flight condition based on the determined turbulence intensity and the frequency of occurrence of the classified turbulences and to transmit information indicating the turbulent flight condition to an operating unit (3); wherein the device (100) is coupled to a drive unit (13) of the aircraft (10); wherein the computing arrangement (130) is configured to generate and output a control command for the propulsion unit (13) when a turbulent flight condition has been detected, and to change the speed of the aircraft (10) by means of the control command.

Description

Technical area

[0001] The present description relates to an aircraft with a device for detecting and evaluating turbulence. Technical background

[0002] During a flight phase, aircraft are exposed to external influences from the weather and atmosphere. Such influences include, for example, winds that vary over time. These changes are referred to as turbulence. Turbulence can sometimes have an undesirable effect on an aircraft's structure, and it may be necessary to adjust a flight path to avoid turbulence or to adjust the flight condition to orient the aircraft, particularly regarding the aircraft's angle of attack, so that structural loads are kept within certain limits.

[0003] Manned aircraft are typically piloted by a person inside the aircraft. This allows this person to experience potential turbulence and its current effects on the aircraft through their own sensory impressions.

[0004] To predict turbulence, aircraft are equipped with appropriate technical devices. These allow for the detection and display of adverse weather areas, allowing a flight path to be adjusted if necessary and the adverse weather area to be avoided. One such device is described, for example, in US 2008 / 0021 601 A1, which describes a device and method for detecting air turbulence in the vicinity of an aircraft.

[0005] US Patent No. 6,160,498 describes a system for recording, quantifying, and reporting turbulence experienced by an aircraft. Turbulence is methodically measured and objectively classified. Turbulence is recorded as a change in wind speed over time. Only turbulence that causes changes in wind speed within a specific frequency range is recorded as critical turbulence. Turbulence information is compiled at a central location and made available to other aircraft so they have up-to-date weather information.

[0006] US Patent No. 7,523,657 B2 describes a system for detecting turbulence around an aircraft. It is proposed that measurements be taken with multiple LIDAR systems at different times and in different directions to obtain a reliable result. The objective of this system is to eliminate the influence of the aircraft on the airflow around it from the measurement results.

[0007] US 2007 / 0 260 366 A1 describes a device for predicting the probability that an aircraft will encounter turbulence. This document deals with the detection of turbulence under different weather conditions, e.g., when clouds or moisture droplets are absent from the air. Turbulence measurements from a first aircraft are transmitted to a second aircraft, and based on the recorded measurements, an effect of the turbulence on the second aircraft is determined if the second aircraft were at the position of the first aircraft under the recorded turbulence conditions.

[0008] US 2010 / 0 070 114 A1 describes a system for reducing the effect of lateral turbulence on a commercial aircraft. For this purpose, aircraft parameters are recorded and control surface control commands are generated to reduce the effect of lateral turbulence.

[0009] US 2010 / 0 241 294 A1 describes a method for estimating the air movement around an aircraft. This document addresses the problem that the ground speed and the air speed are measured at different points on the aircraft, resulting in incorrect wind speed calculations. A correction term for the wind speed is determined by applying a measured apparent wind during a rotation of the aircraft. This correction term is used to correct the measured wind speed.

[0010] US 2012 / 0 259 549 A1 describes a device for detecting turbulence and transmitting the detected turbulence to a central unit in order to generate a common map with turbulence values, which can be distributed to several aircraft.

[0011] US Pat. No. 5,130,712 A describes a method for predicting wind shear in clear conditions. This method uses Doppler radar measurements. This document describes how wind shear is detected using these radar signals.

[0012] US Patent No. 3,272,973 A describes the measurement of turbulence in aircraft. The objective is to measure turbulence independently of the aircraft's response to it, because each aircraft reacts differently depending on its characteristics, making it difficult to provide an objective measure of turbulence. This document describes a specific approach to a measurement procedure in which an electrical signal is applied to the air speed sensor and the effect of the air on the sensor is then recorded.

[0013] EP 3 379 259 A1 describes a method for measuring vertical winds using sensors on an aircraft. The aim is to identify a path to avoid downwinds and find upwinds, since an aircraft consumes more energy in regions with downwinds than in regions with upwinds.

[0014] WO 2007 / 042652 A1 describes a device for determining a vertical wind component and the effect of vertical turbulence on an aircraft. Based on the acquired turbulence data, a control command for a control surface is generated to minimize the influence of vertical turbulence on the aircraft.

[0015] US 7,757,993 B1 describes a device and method for reducing the influence of turbulence on the flight characteristics of an aircraft. Based on recorded turbulence measurements, control commands for the aircraft's control surfaces are generated and output to counteract the influence of turbulence on the aircraft. The control commands generate a deflection of the control surfaces in addition to the deflection specified by a pilot. Description of the invention

[0016] The object of the invention is to reduce the structural loads of an aircraft in the presence of a turbulent flight condition.

[0017] This object is achieved by the subject matter of the independent claim. Further embodiments emerge from the dependent claims and the following description.

[0018] An aircraft with a device for detecting turbulence is specified. The device has a first measuring device, a second measuring device, and a computing arrangement. The first measuring device is designed to capture and output a first measured value indicative of a movement of the aircraft relative to the ground. The second measuring device is designed to capture and output a second measured value indicative of a movement of the aircraft relative to the air. The computing arrangement is in communication with the first measuring device and the second measuring device and is designed to receive the first measured value and the second measured value. The computing arrangement is designed to determine a difference between the first measured value and the second measured value and to determine a turbulence intensity based on the difference.The computing arrangement is designed to compare the second measured value with a predetermined value range for the second measured value and to classify turbulence as classified turbulence if the second measured value lies outside the predetermined value range, wherein the computing arrangement is designed to determine the frequency of occurrence of this classified turbulence. The computing arrangement is designed to detect a turbulent flight condition based on the determined turbulence intensity and the frequency of occurrence of the classified turbulence and to transmit information indicating the turbulent flight condition to a control unit. The device is coupled to a drive unit of the aircraft. The computing arrangement is designed to generate and output a control command for the drive unit when a turbulent flight condition has been detected, and to change a speed of the aircraft based on the control command.

[0019] The first measuring device and the second measuring device can each be configured as a sensor, or they can receive information and perform an operation based on this information to determine and provide the measured value. If the measuring devices are configured as sensors, they typically detect a physical measured value and output a signal related to the measured value and indicative of the measured parameter.

[0020] Each measuring device can be connected wirelessly or wired to the computing system to transmit its own measured value to the computing system. The measuring devices can transmit a measured value to the computing system on their own at regular or irregular intervals, or the computing system can query the respective measuring device.

[0021] The wind speed is determined from the difference between the first and second measured values, i.e., the difference between the aircraft's motion relative to the ground and its motion relative to the air. The turbulence strength is determined from the temporal variation of the wind in amplitude and direction.

[0022] The calculation system compares the second measured value with a predefined value range for the second measured value. Instead of the second measured value, a value derived from it can also be used. If the second measured value lies outside the predefined value range, the turbulence is classified as classified turbulence. The calculation system also determines the frequency of occurrence of this classified turbulence.

[0023] In one example, the angle of attack and the angle of sideslip are used in this step. The angle of attack defines an angle between the direction of an oncoming fluid flow and the chord of a profile, for example the wing. The angle of sideslip defines a drift angle between the longitudinal axis of an aircraft and the direction of the approach velocity. The angle of attack and / or the angle of sideslip can be used as the above-mentioned derived variables and compared with a predetermined value range. The angle of attack and / or the angle of sideslip can be subjected to suitable signal processing by filtering before being compared with the predetermined value range. In other words, a change in the approach flow on the wing or wing of the aircraft is used as an indicator of classified turbulence.

[0024] The frequency of occurrence of classified turbulence refers in particular to the number of classified turbulences per unit of time. The computing arrangement can, for example, contain a counter that counts the events. The events can be assigned a timestamp to determine the frequency of occurrence per unit of time. Alternatively, the counter can contain a memory for the events classified as classified turbulences. The memory retains the entries for the events only for a certain period of time and deletes them after this period. Thus, the number of entries contained in the memory corresponds to the frequency of occurrence relative to the time until the entries are deleted from the memory.

[0025] The first measuring device can determine the movement of the aircraft relative to the Earth or another coordinate system or reference frame, for example, by determining the position of the aircraft relative to the Earth or the coordinate system and a change in this position over time. For this purpose, inertial platforms and satellite-based positioning systems such as the Global Positioning System (GPS), Galileo, or other such systems can be used.

[0026] The second measuring device measures, for example, the dynamic pressure and the angle of attack of the air, and thus determines the speed of the aircraft relative to the air. For example, the second measuring device consists of a pitot tube and angle sensors for the angle of attack and sideslip. The second measuring device can contain several individual sensors that measure the speed of the aircraft relative to the air along the three body axes (longitudinal axis, lateral axis, vertical axis), which can also determine the direction of movement of the relative air flow. In this way, the effect of turbulence on the aircraft can be determined. This information can also be taken into account to detect turbulent flight conditions and determine an appropriate response.

[0027] The device described here records both the turbulence intensity and the frequency of occurrence of classified turbulence and determines a turbulent flight condition based on these two characteristic values.

[0028] The device is coupled to a drive unit of the aircraft, and the computing arrangement is designed to generate and output a control command for the drive unit when a turbulent flight condition has been detected, and to change a speed of the aircraft by means of the control command.

[0029] The computing arrangement can be configured to automatically adapt the aircraft's speed to the detected turbulence so that the load on the aircraft's structure caused by the turbulence is kept within a permissible range. In this case, the computing arrangement can generate commands to increase or decrease the aircraft's speed, which also adjusts, for example, the aircraft's angle of attack. By adjusting the aircraft's speed, the angle of attack, in particular, can be adjusted under the given conditions—i.e., taking into account the turbulence intensity, the frequency of occurrence of classified turbulence, and the presence of a turbulent flight condition—in order to reduce the structural load on the aircraft under the given conditions.

[0030] By recording and taking into account both the turbulence intensity and the frequency of occurrence of classified turbulence, a turbulent flight condition and thus excessive loading of the aircraft structure can be detected with greater reliability.

[0031] This approach is particularly advantageous for unmanned aircraft where an operator is located at an operator station and the effects of turbulence on the structure of the aircraft are not directly perceptible through sensory impressions.

[0032] Whether a turbulence is classified as turbulence depends on a comparison with the specified value range. The specified value range can, for example, describe a state range of the aircraft and refer to several individual parameters, such as the speed relative to the ground and / or the air, the aircraft's angle of attack, a measure of the vibrations or accelerations along the aircraft's axes, etc. The specified value range can describe or define this state range by specifying a value range for each parameter within which the state range is considered unremarkable. If the specified value range is exceeded for at least one parameter, the turbulence is classified as turbulence. The value ranges can vary for different phases of flight.For example, a different angle of attack range may be considered normal during an aircraft takeoff phase than during high-speed flight. Empirical values ​​can also be used to determine the specified range of values ​​above which turbulence is classified as turbulence. The corresponding ranges are usually defined before the aircraft is put into operation.

[0033] In the context of this description, the angle of attack is understood to be the angle between the direction of the incoming airflow and the longitudinal direction of an aircraft. In the event of turbulence, the incoming airflow direction changes and the flow on the wing is no longer uniform, which can lead to stall and result in high propeller loads. For these reasons, the angle of attack is preferably kept within a specified range (i.e., a check is carried out to determine whether the angle of attack lies outside a specified range of values, and if so, the corresponding turbulence is classified as turbulence). Turbulence or a gust can cause the angle of attack to move outside the specified range. This can be corrected, for example, by changing the aircraft's speed.

[0034] For example, turbulence can be defined by considering the angle of attack and the airflow velocity relative to the aircraft, taking into account the three directional components: vertical, lateral, and longitudinal. Turbulence in the vertical direction can be particularly relevant to the question of an aircraft's structural loading. Such turbulence in the vertical direction must be addressed accordingly.

[0035] According to one embodiment, the computing arrangement is designed to determine a time course of the difference between the first measured value and the second measured value in order to determine the turbulence intensity based on this time course.

[0036] The time course of the difference between the first measured value and the second measured value can indicate how the turbulence situation around the aircraft is developing. In particular, the time course of the difference between the first measured value and the second measured value is an indication of the extent to which the aircraft's speed relative to the ground is changing relative to its speed relative to the air. This time course of the difference is a measure of the turbulence intensity.

[0037] According to a further embodiment, the computing arrangement is designed to determine the frequency of occurrence of the classified turbulences for different time units.

[0038] For example, the frequency of occurrence of classified turbulence can be determined for a short period (such as 3 minutes) and a longer period (such as 1 hour) to provide a more reliable assessment of the turbulence situation. It is also conceivable that the frequency of occurrence is determined for more than two periods, with each period differing in duration from all other periods.

[0039] By determining the frequency of occurrence of the classified turbulence for different periods of time, the detection of a turbulent flight condition can be made more reliably.

[0040] According to a further embodiment, the computing arrangement is designed to detect a turbulent flight condition during the entire operating time of the aircraft.

[0041] The computing system performs the steps for detecting turbulent flight conditions not only during specific flight phases, but throughout the entire operating time—i.e., during a flight, from takeoff through the flight phase to landing. This is particularly advantageous for unmanned aircraft because it allows for monitoring of the flight condition throughout the entire flight phase.

[0042] According to a further embodiment, the computing arrangement has a plurality of computing units, wherein each computing unit is designed to execute one or more functions of the computing arrangement.

[0043] The functions of the entire computing unit can thus be distributed across multiple computing units and executed by them. Thus, the results of individual processing steps executed on separate computing units can be used to ultimately execute the function of the entire computing arrangement.

[0044] The functions of the computing arrangement can be distributed among existing computing units. By dividing the functions among multiple computing units, these functions can be executed at least partially concurrently, thus benefiting from the advantages of parallel execution of computing operations.

[0045] According to a further embodiment, at least two of the plurality of computing units are spatially and structurally separated from each other.

[0046] The computing units can, for example, be arranged in different functional groups of the device and / or the aircraft.

[0047] According to a further embodiment, a first computing unit is connected to the first measuring device and is designed to determine the turbulence intensity, wherein a second computing unit is connected to the second measuring device and is designed to determine the frequency of occurrence of the classified turbulence.

[0048] Further computing units can be provided which carry out the remaining functions of the computing arrangement, e.g. a computing unit can be provided which detects the turbulent flight condition based on the output values ​​of the first and second computing units.

[0049] According to the invention, an aircraft is provided which includes a device as described herein.

[0050] The device is installed in the aircraft or the functions of the computing arrangement are implemented on existing computing units and are executed thereby, whereby the computing units use measured values ​​from measuring devices arranged in the aircraft to execute the functions.

[0051] According to a further embodiment, the aircraft is an unmanned aircraft which can be connected to an operating station via a wireless data transmission channel in order to be remotely controlled by an operator.

[0052] The aircraft can, for example, be a drone controlled by a human operator who, remotely from the drone, receives information about the drone at a control unit at the control station and can enter control commands. The drone transmits information about its flight status to the control station using a data transmission channel and receives control commands via the same data transmission channel. For this purpose, the drone has an antenna or other air interface that establishes and maintains the data transmission channel with a counterpart at the control station.

[0053] The device described herein allows for a reduction in structural loading in conjunction with an unmanned aircraft because the approach described herein improves the detection of turbulence and its impact on the aircraft. This allows for a reduction in the time the unmanned aircraft is exposed to turbulence. Short description of the characters

[0054] The following examples are described in more detail with reference to the accompanying drawings. The illustrations are schematic and not to scale. Like reference numerals refer to like or similar elements. They show: Fig. 1 is a schematic representation of a device for detecting turbulence; Fig. 2 a schematic representation of an aircraft with a device according to Fig. 1 in conjunction with a remote control station separate from the aircraft. Detailed description of implementation examples

[0055] Fig. 1 shows a device 100 for detecting turbulence, indicated by the dashed box. The device 100 comprises a computing arrangement 130. The computing arrangement 130, in turn, comprises a first computing unit 130A and a second computing unit 130B. Furthermore, the device 100 comprises a first measuring device 110 and a second measuring device 120.

[0056] The shown components of the device 100 are preferably in an aircraft 10 (see Fig. 2). Components 110, 120, 130A, and 130B can be spatially and structurally separated from one another and interconnected by means of data transmission links such that measured values ​​are transmitted from measuring devices 110, 120 to the individual computing units of computing arrangement 130 and / or that results of individual functions can be communicated between the computing units.

[0057] The computing arrangement 130, which is in communication with the first measuring device 110 and the second measuring device 120, is configured to receive the first measured value and the second measured value from the two measuring devices 110, 120. The computing arrangement 130 determines a difference between the first measured value and the second measured value, in particular a time course of this difference, in order to determine a turbulence intensity based on the difference or the time course of the difference. The computing arrangement 130 compares the second measured value with a predetermined value range for the second measured value and classifies a turbulence as classified turbulence if the second measured value lies outside the predetermined value range. Furthermore, the computing arrangement 130 determines a frequency of occurrence of this classified turbulence.The computing arrangement 130 detects a turbulent flight condition based on the determined turbulence intensity and the frequency of occurrence of the classified turbulence and transmits information indicating the turbulent flight condition to an operating unit 3 (see . Fig. 2).

[0058] Fig. Figure 2 shows an aircraft 10 in connection with an operating station 1. The aircraft 10 has a device 100 for detecting turbulence as in Fig. 1. In addition, the aircraft 10 has a propulsion unit 13 and a communication interface 12. The control station 1 is typically a stationary unit located on the ground and has a communication interface 2 and a control unit 3.

[0059] A wireless data transmission channel 20 is established between the communication interface 2 and the communication interface 12. The aircraft 10 transmits information indicating a turbulent flight condition to the control unit 3 via the channel 20. An operator is assigned to the control unit 3. This operator is shown the information about the flight condition of the aircraft 10, for example, via a display. The control unit 3 also has input elements via which the operator can enter commands that are transmitted to the aircraft via the channel 20. This allows an operator to react appropriately to a detected flight condition of the aircraft 10 and enter the appropriate commands, such as increasing or reducing speed, changing flight direction, etc., and transmit them to the aircraft 10.Precisely because the operator is spatially separated from the aircraft 10, it is helpful and relevant if the operator receives the most reliable and accurate information possible about a turbulent flight condition in order to be able to react appropriately, even if the operator does not experience any sensory impressions of the flight condition himself. List of reference symbols 1 operating station 2 Communication interface 3 Control unit 10 aircraft 12 Communication interface 13 Drive unit 20 wireless data transmission channels 100 Device for detecting turbulence 110 first measuring device 120 second measuring device 130 Calculation arrangement 130A, B computing unit

Claims

[1] Aircraft (10) with a device (100) for detecting turbulence, the device (100) comprising: a first measuring device (110) for detecting and outputting a first measured value indicative of a movement of the aircraft (10) relative to the earth; a second measuring device (110) for detecting and outputting a second measured value indicative of a movement of the aircraft (10) relative to the air; a computing arrangement (130) which is in communication connection with the first measuring device (110) and the second measuring device (120) and is designed to receive the first measured value and the second measured value; wherein the computing arrangement (130) is designed to determine a difference between the first measured value and the second measured value, and to determine a turbulence intensity based on the difference; wherein the computing arrangement (130) is designed to compare the second measured value with a predetermined value range for the second measured value, and to classify a turbulence as classified turbulence if the second measured value lies outside the predetermined value range, wherein the computing arrangement (130) is designed to determine a frequency of occurrence of this classified turbulence; wherein the computing arrangement (130) is designed to detect a turbulent flight condition based on the determined turbulence intensity and the frequency of occurrence of the classified turbulence and to transmit information indicating the turbulent flight condition to an operating unit (3); wherein the device (100) is coupled to a drive unit (13) of the aircraft (10); wherein the computing arrangement (130) is designed to generate and output a control command for the drive unit (13) when a turbulent flight condition has been detected, and to change a speed of the aircraft (10) by means of the control command. [2] Aircraft (10) according to claim 1, wherein the computing arrangement (130) is designed to determine a time course of the difference between the first measured value and the second measured value in order to determine the turbulence intensity based on this time course. [3] Aircraft (10) according to claim 1 or 2, wherein the computing arrangement (130) is designed to determine the frequency of occurrence of the classified turbulences for different time units. [4] Aircraft (10) according to one of the preceding claims, wherein the computing arrangement (130) is designed to carry out the detection of a turbulent flight condition during an entire operating time of the aircraft (10). [5] Aircraft (10) according to one of the preceding claims, wherein the computing arrangement (130) comprises a plurality of computing units (130A, 130B); wherein each computing unit (130A, 130B) is configured to perform one or more functions of the computing arrangement (130). [6] Aircraft (10) according to claim 5, wherein at least two of the plurality of computing units (130A, 130B) are spatially and structurally separated from each other. [7] Aircraft (10) according to claim 6, wherein a first computing unit (130A) is connected to the first measuring device (110) and is designed to determine the turbulence intensity; wherein a second computing unit (130B) is connected to the second measuring device (120) and is designed to determine the frequency of occurrence of the classified turbulences. [8] Aircraft (10) according to one of the preceding claims, wherein the aircraft (10) is an unmanned aircraft which can be connected to an operator station (1) via a wireless data transmission channel (20) in order to be remotely controlled by an operator.

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