Systems and methods for determining real-time fuel consumption information of aircraft
Patent Information
- Application Number
- JP2024105978
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-08-24
- Filing Date
- 2024-07-01
- Publication Date
- 2025-03-07
Smart Images
Figure 2025031548000001_ABST
Abstract
Description
[Technical field]
[0001] TECHNICAL FIELD
[0001] Embodiments of the present disclosure relate generally to systems and methods for determining real-time fuel consumption information for aircraft and providing such information to ground-based systems. [Background technology]
[0002]
[0002] Aircraft are used to transport passengers and cargo between various locations. Many aircraft take off and land at a typical airport every day.
[0003]
[0003] A fundamental need throughout aircraft operation is timely communication of accurate indications of flight parameters, particularly with respect to shared situational awareness between flight deck crew and ground-based personnel responsible for flight monitoring and in-flight decision support (e.g., flight dispatchers, flight advocates, etc.). A continuous connection to the flight deck would potentially synchronize such indications, but such a connection may not be feasible due to limited bandwidth and the high cost of in-flight communications.
[0004]
[0004] Typically, fuel update information is provided to ground-based systems to support personnel on an intermittent, irregular basis during aircraft operations. The shorter the update interval, the higher the communication costs. Conversely, increasing the time between updates reduces accuracy and can potentially lead to interpolation errors. In general, system latency, manual processing, and increased probability of error can reduce the ability of ground-based systems and personnel to confidently predict fuel consumption for diversions from the original flight plan. Summary of the Invention
[0005] A need exists for a system and method for efficiently and effectively deriving, providing, and updating fuel consumption information for aircraft.
[0006]
[0006] With this need in mind, certain embodiments of the present disclosure provide a system including one or more control units configured to determine one or more fuel consumption models for an aircraft. In at least one embodiment, the one or more control units are configured to determine the one or more fuel consumption models for the aircraft based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft. A tracking subsystem determines the real-time data for the aircraft. The calibrated performance models are based on previously recorded aircraft parameters (data commonly referred to as Quick Access Recorder (QAR) data or Continuous Parameter Logging (CPL) data). In at least one embodiment, the one or more control units are configured to determine the calibrated performance models based on historical data for the aircraft and a generic performance model. The initial conditions may include a payload of the aircraft, total fuel loaded on the aircraft, a center of gravity of the aircraft, and meteorological conditions for flight of the aircraft.
[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 a further embodiment, the one or more control units are configured to compare the second fuel consumption model to 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 differing from the actual fuel consumption.
[0008]
[0008] The system may also include one or more user interfaces including a display and an input device. The control unit is configured to show one or more fuel consumption models on the display.
[0009]
[0009] The control unit(s) 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, the one or more control units include an artificial intelligence or machine learning system.
[0011]
[0011] Certain embodiments of the present disclosure provide a method that includes determining, by one or more control units, one or more fuel consumption models for the aircraft, the determining being based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft.
[0012] Certain embodiments of the present disclosure include a non-transitory computer-readable storage medium that, upon execution, causes one or more control units with a processor to determine one or more fuel consumption models for an aircraft, the determining including determining the one or more fuel consumption models based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft. A non-transitory computer-readable storage medium is provided that includes executable instructions for performing operations including: [Brief description of the drawings]
[0013] [Figure 1] 1 is a schematic block diagram of a system according to one embodiment of the present disclosure. [Diagram 2]
[0014] FIG. 2 is a block diagram of data used to determine a fuel consumption model for an aircraft, according to one embodiment of the present disclosure. [Diagram 3]
[0015] FIG. 2 is a flow diagram of a method for determining a derived fuel consumption model according to one embodiment of the present disclosure. [Figure 4]
[0016] 1 is a flow diagram of a method according to one embodiment of the present disclosure. [Diagram 5]
[0017] FIG. 2 is a schematic block diagram of a control unit according to one embodiment of the present disclosure. [Figure 6]
[0018] FIG. 1 is a front perspective view of an aircraft in accordance with one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0014]
[0019] The above summary, as well as the following detailed description of certain embodiments, will be better understood when read in conjunction with the accompanying drawings. As used herein, it should be understood that an element or step described in the singular and preceded by the word "a" or "an" does not necessarily exclude a plurality of elements or steps. It should be noted that reference to "one embodiment" is not intended to be interpreted as excluding the existence of additional embodiments that also incorporate features described herein. Furthermore, an embodiment that "comprising" or "having" one or more elements having a particular condition may include additional elements that do not have such conditions, unless expressly stated otherwise.
[0015]
[0020] An embodiment of the present disclosure provides a system and method configured to deliver accurate aircraft fuel consumption information to a ground-based system without relying on a continuous real-time connection to the aircraft during aircraft operation. In at least one embodiment, an aircraft performance model for each airframe is generated and calibrated using historical Quick Access Recorder (QAR) or Continuous Parameter Logging (CPL) data to derive real-time fuel consumption information along the aircraft's current and predicted trajectories. To increase accuracy, a parallel version of the model may be run on the flight deck and the results are validated with actual flight data. Fuel consumption updates may be sent to the ground-based model when significant differences are detected.
[0016]
[0021] FIG. 1 illustrates a schematic block diagram of a system 100. The system 100 includes one or more control units, including a control unit 102, which communicates with a ground-based subsystem 104, for example, through one or more wired or wireless connections. Examples of the ground-based subsystem 104 include a flight dispatcher, an air traffic control station, a flight monitoring entity, an airline operation center, and the like. 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, and the like, and the input device 110 includes one or more of a keyboard, a mouse, a stylus, and the like. In at least one embodiment, the display 108 and the input device 110 are integrated as a touch panel interface. In at least one embodiment, the user interface 106 is a computer workstation. In another example, the user interface 106 is a handheld device, such as a smart phone, a smart tablet, and the like. In at least one embodiment, the control unit 102 and the ground-based subsystems 104 are at a common location (e.g., a central monitoring location). In another embodiment, the control unit 102 and the ground-based subsystems 104 are remote from one another.
[0017]
[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, communications networks (e.g., private or public internet communications), etc. In at least one embodiment, the control unit 102 is located remotely from the aircraft 112. As another example, the aircraft 112 may include the control unit 102. In such an embodiment, the control unit 102 may communicate with an aircraft user interface 114, for example, via one or more wired or wireless connections.
[0018]
[0023] The user interface 114 of the aircraft 112 may be located on a flight deck or in a cockpit. For example, the user interface 114 may be part of a flight computer in the flight deck or cockpit. The user interface 114 includes a display 116 and an input device 118. For example, the display 116 may be an electronic monitor, a television, etc., and the input device 118 may include 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 as a touch panel interface. In at least one embodiment, the user interface 114 is a computer workstation. In another example, the user interface 114 is a handheld device, such as a smart phone, a smart tablet, etc.
[0019]
[0024] The aircraft 112 also includes one or more fuel sensors 119. The fuel sensors 119 detect the current fuel level for the aircraft 112.
[0020]
[0025] The aircraft 112 also includes controls 123 for controlling the operation of the aircraft 112. Examples of controls 123 include a steering console, a stick, a joystick, one or more brakes, buttons, dials, one or more keys, accelerators, buttons, or pedals, etc.
[0021]
[0026] The control unit 102 also communicates with a tracking subsystem 120, for example, through 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 example, the tracking subsystem 120 may be an Automatic Dependent Surveillance-Broadcast (ADS-B) subsystem.
[0022]
[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 in the airspace. For example, the ADS-B OUT signal provides a position, heading, speed, altitude, etc., for 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 a current position of the aircraft 112 via satellite navigation through a position signal (i.e., the ADS-B OUT signal) of the aircraft 112 output by the ADS-B transmitter. As another example, the tracking subsystem 120 may be a Global Positioning System (GPS).
[0023]
[0028] The control unit 102 also communicates with a performance database 124, which stores performance data 126 for the aircraft 112. In at least one embodiment, the performance database 124 may be on-board the aircraft 112, such as in a flight computer. As another example, 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 example, the performance database 124 is remote from the control unit 102.
[0024]
[0029] The performance data 126 includes information regarding the operational capabilities of the aircraft 112. For example, the performance data 126 includes information regarding how much fuel an aircraft 112 having a particular weight burns at a particular airspeed, at a particular altitude, for a particular period of time, etc. In at least one embodiment, the performance data 126 includes one or more performance models for the aircraft 112. The performance models for the aircraft 112 may be predetermined and stored in memory. The performance models may include a generic performance model for an aircraft type, class, or family. As an example, a generic performance model for a particular type of aircraft, such as a Boeing 737, may be determined by the aircraft 112 being manufactured. As described herein, in at least one embodiment, the control unit 102 generates a derived performance model for the specific aircraft 112 based on the generic performance model for the specific aircraft and historical data.
[0025]
[0030] In at least one embodiment, the control unit 102 also communicates with one or more notification subsystems 128, for example, through one or more wired or wireless connections. The control unit 102 may 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.
[0026]
[0031] In at least one embodiment, the notification subsystem(s) 128 provide Quick Access Recorder (QAR) data to the control unit 102. As another example, the notification subsystem(s) 128 provide Continuous Parameter Logging (CPL) data to the control unit 102. At least one of the notification subsystem(s) 128 may be onboard the aircraft 112.
[0027]
[0032] In at least one embodiment, the notification subsystem(s) 128 includes a Notice to Air Missions (NOTAMs) communication service. NOTAMs are notices containing information provided to flight personnel. NOTAMs indicate real-time and abnormal conditions in the international airspace system.
[0028]
[0033] In at least one embodiment, the notification subsystem(s) 128 includes a Meteorological Airport Report (METAR) communication service. METAR provides an observation of the current surface weather at an airport.
[0029]
[0034] In at least one embodiment, the notification subsystem(s) 128 includes a Terminal Airfield Forecast (TAF) communication service. The TAF provides forecasts of future weather at an airport.
[0030]
[0035] During operation, the control unit 102 provides accurate real-time fuel consumption information to the ground-based subsystems 104 and the aircraft 112. In particular, the control unit 102 receives a performance model (which may be stored in performance data 126) from a performance database 124 for the aircraft 112. In at least one embodiment, the performance model is specific to a particular aircraft 112. That is, the performance model may be specific to the fuselage of 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 from past flights, such as fuel consumption for the aircraft from past flights. The historical performance data may be updated after each flight of the aircraft 112. In at least one embodiment, the performance model for the aircraft 112 is determined from fuel consumption data per flight phase.
[0031]
[0036] After receiving the performance model from the performance database 124, the control unit 102 calibrates the performance model with airframe-specific data for the aircraft 112. In at least one embodiment, the airframe-specific data includes either QAR data or CPL data. The control unit 102 may compare the data-driven performance model (e.g., calibrated with QAR and / or CPL data) to one or more dynamic factors.
[0032]
[0037] In at least one embodiment, the control unit 102 receives one or more initial flight conditions for the aircraft 112. The control unit 102 may receive the initial flight conditions from, for example, one or more of the notification subsystems 128. The initial flight conditions may include various types of information for the aircraft 112 prior to the planned flight. For example, the initial flight conditions include the payload of the aircraft 112, the total fuel loaded on the aircraft 112, the center of gravity of the aircraft 112, and 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, such as from the tracking subsystem 120. The trajectory data may be ADS-B data.
[0033]
[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 intermittent updates from the fuel sensors 119 of the aircraft 112, which would otherwise be expensive in terms of communications, the control unit 102 determines the fuel consumption for the aircraft for a flight based on the performance data 126 of the aircraft 112. The control unit 102 outputs the fuel consumption data to the ground-based subsystems 104 and the aircraft 112 based on the performance model. The fuel consumption data may be shown on the displays 108 and 116.
[0034]
[0039] In at least one embodiment, the control unit 102 validates the fuel consumption data (derived from the performance model of the aircraft 112) with the actual fuel consumption of the aircraft 112 by executing a parallel model onboard 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) as well as to the aircraft 112 (and may be shown on the display 116). The fuel consumption model onboard the aircraft 112 is compared against the actual fuel consumption determined by the aircraft's fuel sensor(s) 119. For example, the fuel consumption model may be automatically compared to the actual fuel consumption by one of the control units 102, another control unit onboard 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 match each other (e.g., within a tolerance of less than + / - 1%), the control unit 102 determines that the fuel consumption model in the ground-based subsystem 104 is accurate. However, if the fuel consumption model and the actual fuel consumption do not match each other (e.g., outside the 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 match 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 discrepancy (e.g., outside a predetermined tolerance) is detected, such as via a comparison of the actual fuel consumption (determined by fuel sensor(s) 119) to the fuel consumption model. In this case, the control unit 102 provides updated information to the ground-based subsystem 104, which is then used to reconfigure or refine the ground calculation process to provide an accurate picture of fuel consumption.
[0035]
[0040] In at least one embodiment, the systems and methods described herein ensure accuracy while limiting bandwidth (cost) by using a flight deck-based model to check for discrepancies between the on-board model and the actual flight, and only updating the ground-based model as needed. Additionally, the tracking subsystem 120 provides data regarding a predicted flight path for the aircraft 112. Based on the predicted flight path, the control unit 102 may automatically output fuel alerts and estimated fuel levels for one or more alternative flight paths.
[0036]
[0041] Communications between the aircraft 112, the control unit 102, and the ground-based subsystems 104 may be limited when there is a significant discrepancy between the fuel consumption model and the actual fuel consumption (e.g., outside a predetermined tolerance). Thus, communication costs are significantly reduced compared to continuous communication between the aircraft 112, the control unit 102, and the ground-based subsystems 104.
[0037]
[0042] In at least one embodiment, the control unit 102 may automatically operate one or more controls of the aircraft 112 in response to an actual fuel consumption that differs from the fuel consumption model. For example, the control unit 102 may send one or more control signals to the aircraft 112 to slow / increase airspeed, increase / decrease altitude, etc. to ensure that the actual fuel consumption aligns with the fuel consumption model. Optionally, the control unit 102 may not automatically operate the aircraft 112.
[0038]
[0043] The systems and methods described herein improve operational efficiency and significantly reduce communication costs. With respect to operational benefits, disseminating consistent and accurate information about aircraft 112 in operation reduces churn in the decision-making process and ultimately supports better outcomes. With respect to cost savings, the systems and methods described herein provide highly accurate fuel information to ground-based subsystems 104 at a much lower cost than a dedicated, continuous communication connection to the aircraft 112.
[0039]
[0044] 2 illustrates a block diagram of data used to determine a fuel consumption model for an aircraft, according to one embodiment of the present disclosure. With reference to FIGS. 1 and 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. Additionally, 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.
[0040]
[0045] During operation (i.e., while the aircraft 112 is flying), the control unit 102 determines a derived fuel consumption model 205 (or information) based on a calibrated aircraft-specific performance model 204, initial conditions 206 of the aircraft 112 (e.g., fuel, payload, weight, etc.) that may be received from the aircraft 112's flight computer and / or notification subsystem 128, and real-time aircraft data 208 received from the tracking subsystem 120, etc.
[0041]
[0046] FIG. 3 illustrates a flow diagram of a method for determining a derived fuel consumption model according to an embodiment of the present disclosure. Referring to FIGS. 1 and 3, at 300, the control unit 102 receives historical data regarding 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 for the aircraft 112, such as from the performance database 124. The generic performance model may be a performance model of a particular type, class, family, etc., for the aircraft 112, determined, for example, 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 specific aircraft 112) and the generic performance model. As an example, the control unit 102 compares the generic performance model to the historical data and revises 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 revises the derived fuel consumption model taking into account the initial conditions of the aircraft 112, real-time aircraft data received from the tracking subsystem 120, weather monitoring services, etc.
[0042]
[0047] 4 illustrates a flow diagram of a method according to one embodiment of the present disclosure. With reference to FIGS. 1 and 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 the derived fuel consumption model shown and described in FIG. 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 reception, the first fuel consumption model is the same as the second fuel consumption model.
[0043]
[0048] At 402, during flight of the aircraft 112, the fuel consumption model (i.e., the second fuel consumption model) on board the aircraft 112 is compared to the actual fuel consumption determined by one or more fuel sensor(s) 119. 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.
[0044]
[0049] At 404, the control unit(s) determine whether there is a discrepancy between the fuel consumption model on board the aircraft 112 and the actual fuel consumption, such as with respect to a predetermined tolerance. The predetermined tolerance may be a difference of 1%. Optionally, the predetermined tolerance may be less than 1%, such as 0.2%, 0.5%, etc. Optionally, the predetermined tolerance may be greater than 1%, such as 1.5%, 2%, etc.
[0045]
[0050] If the fuel consumption model onboard the aircraft 112 does not differ from the actual fuel consumption, the method returns to 402. However, if the fuel consumption model onboard the aircraft 112 differs from the actual fuel consumption, the method proceeds to 406, where the aircraft 112 outputs a signal including data related to the actual fuel consumption difference, and the control unit 102 then outputs an update signal to the aircraft 112, which updates the fuel consumption model onboard the aircraft 112 to match the actual fuel consumption. At 408, the control unit 102 also outputs an update signal to the ground-based subsystem 104, which updates the fuel consumption model (e.g., the first fuel consumption model) at the ground-based subsystem 104. The method then returns to 402.
[0046]
[0051] 1-4 , the systems and methods described herein include one or more control units (e.g., control unit 102) configured to determine one or more fuel consumption models for the 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 the aircraft 112 based on a calibrated performance model for the aircraft, initial conditions 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 models based on historical data for the aircraft 112 and a generic performance model.
[0047]
[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 a further example, the one or more control units are configured to compare the second fuel consumption model to an actual fuel consumption determined by one or more fuel sensors 119 of the aircraft 112. In at least one further 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 differing from the actual fuel consumption.
[0048]
[0053] 5 illustrates a schematic block diagram of a control unit 500, according to one embodiment of the present disclosure. The control unit 102 illustrated in FIG. 1 may be configured as the 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. The control unit 500 illustrated in FIG. 5 is merely exemplary and non-limiting.
[0049]
[0054] As used herein, terms such as "control unit," "central processing unit," "CPU," "computer," and the like, may include any processor-based or microprocessor-based system, including systems that use microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASIC), logic circuits, and any other circuits or processors, including hardware, software, or a combination thereof, capable of performing the functions described herein. The above examples are illustrative only, and thus are not intended to limit in any way the definition and / or meaning of the above terms. For example, the control unit 102 may be or include one or more processors configured to control the operations described herein.
[0050]
[0055] The control unit 102 is configured to execute a set of instructions stored in one or more data storage units or elements (e.g., one or more memories) to process data. For example, the control unit 102 may include one or more memories or may be coupled to one or more memories. The data storage units may also store data or other information as desired or needed. The data storage units may be in the form of an information source or a physical memory element within a processing machine.
[0051]
[0056] The set of instructions may include various commands that instruct the control unit 102 as a processing machine to perform specific operations (e.g., methods and processes of various embodiments of the subject matter described herein). The set 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. Furthermore, the software may be in the form of a collection of separate programs, a subset of a program within a larger program, or a portion of a program. The software may further include modular programming in the form of object-oriented programming. The processing of input data by the processing machine may be in response to a user's commands, in response to results of previous processing, or in response to a request made by another processing machine.
[0052]
[0057] The diagrams of the embodiments herein may show one or more control or processing units (e.g., control unit 102). It should be understood that the processing or control unit may represent a circuit, circuitry, or a portion thereof, that may be implemented as hardware having associated instructions (e.g., software stored in a tangible, non-transitory computer-readable storage medium such as a computer hard drive, ROM, RAM, etc.) that perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuitry including and / or connected to one or more logic-based devices such as a microprocessor, processor, controller, etc. Optionally, the control unit 102 may represent processing circuitry such as one or more of a field programmable gate array (FPGA), application specific integrated circuit (ASIC), microprocessor(s), etc. The circuitry of various embodiments may be configured to execute one or more algorithms to perform the functions described herein. The one or more algorithms may include aspects of the embodiments disclosed herein, whether or not they are explicitly identified in the flow diagrams or methods.
[0053]
[0058] As used herein, the terms "software" and "firmware" are used interchangeably and include any computer program executed by a computer that is stored in a data storage unit (e.g., one or more memories), including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above types of data storage units are exemplary only and thus not limiting as to the types of memory that may be used for storage of computer programs.
[0054]
[0059] 1-5, embodiments of the present disclosure provide systems and methods that allow large amounts of data to be analyzed by a computing device quickly and efficiently. For example, the control unit 102 may analyze various aspects of the aircraft 112, air traffic, notifications, performance models, etc. Thus, a large amount of data is tracked and analyzed (even though it may not be identifiable by a human). The vast amount of data is efficiently organized and / or analyzed by the control unit 102 as described herein. The control unit 102 analyzes the data in a relatively short amount of time to quickly and efficiently determine a fuel consumption model. A human would not be able to efficiently analyze such a vast amount of data in such a short amount of time. Thus, embodiments of the present disclosure provide improved efficiency and overwhelming performance with respect to a human analyzing a vast amount of data.
[0055]
[0060] In at least one embodiment, components of the system 100, such as the control unit 102, provide and / or enable a computing system that acts as a specialized computing system for automatically determining fuel consumption models. The control unit 102 improves upon standard computing devices by determining such information in an efficient and effective manner.
[0056]
[0061] In at least one embodiment, all or part of the systems and methods described herein may be or may otherwise include an artificial intelligence (AI) or machine learning system that may also automatically perform the operations of the methods described herein. For example, the control unit 102 may be an artificial intelligence or machine learning system. These types of systems may train from external information and / or self-train to iteratively improve the accuracy of the method of analyzing data and automatically determining a fuel consumption model. Over time, these systems may improve by determining such information with increasing accuracy and speed, thereby significantly reducing the possibility of potential errors. For example, an AI or machine learning system may learn and determine the performance capabilities of aircraft, airport traffic, etc., and automatically determine a fuel consumption model. The AI or machine learning systems described herein may include techniques that are enabled by adaptive predictive powers and exhibit at least some degree of autonomous learning to automate and / or enhance pattern detection (e.g., recognizing irregularities or regularities in data), customization (e.g., generating or modifying rules to optimize record matching), and the like. The system may be trained and retrained using feedback from one or more previous analyses of the data, the ensemble data, and / or other such data. Based on this feedback, the system may be trained by adjusting one or more parameters, weights, rules, criteria, etc., used in the analysis of the feedback. This process may be performed using the data and ensemble data instead of the training data, and may be repeated multiple times to iteratively improve the fuel level determination. Training minimizes conflicts and interferences by running an iterative training algorithm in which the system is retrained with an updated set of data (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 can better determine situational information in a cost-effective and efficient manner.
[0057]
[0062] FIG. 6 illustrates a front perspective view of an aircraft 112 according to one embodiment of the disclosure. The aircraft 112 includes a propulsion system 612 including, for example, an engine 614. Optionally, the propulsion system 612 may include more engines 614 than are shown. The engines 614 are supported by wings 616 of the aircraft 112. In other embodiments, the engines 614 may be supported 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, which may include a flight deck, or cockpit, one or more work areas (e.g., galley, crew baggage areas, etc.), one or more passenger areas (e.g., first class, business class, and coach areas), one or more lavatories, etc. FIG. 6 illustrates an embodiment of the aircraft 112. Aircraft 112 may be sized, shaped, and configured differently than that shown in Figure 6. In at least one embodiment, the systems and methods described herein may be used to derive energy consumption information for various other types of power sources (e.g., batteries, hydrogen fuel cells, etc.).
[0058]
[0063] Additionally, this disclosure includes examples relating to the following provisions:
[0059]
[0064] Article 1. 1. A system comprising: one or more control units configured to determine one or more fuel consumption models for the aircraft; A system comprising:
[0060]
[0065] Article 2. The system described in clause 1, wherein the one or more control units are configured to determine the one or more fuel consumption models for the aircraft based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft.
[0061]
[0066] Article 3. 3. The system of claim 2, further comprising a tracking subsystem that determines the real-time data for the aircraft.
[0062]
[0067] Article 4. 4. The system of claim 2 or 3, wherein the calibrated performance model is based on Quick Access Recorder (QAR) data or Continuous Parameter Logging (CPL) data.
[0063]
[0068] Article 5. 5. The system of any one of clauses 2 to 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.
[0064]
[0069] Article 6. 6. The system of any one of clauses 2 to 5, wherein the initial conditions include the payload of the aircraft, the total fuel loaded on the aircraft, the center of gravity of the aircraft, and meteorological conditions for flight of the aircraft.
[0065]
[0070] Article 7. The system described in any one of clauses 1 to 6, wherein 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, and the one or more control units are configured to output the second fuel consumption model to the aircraft.
[0066]
[0071] Article 8. The system described in clause 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.
[0067]
[0072] Article 9. The system described in clause 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 differing from the actual fuel consumption.
[0068]
[0073] Article 10. 10. The system of any one of clauses 1 to 9, further comprising one or more user interfaces including a display and an input device, wherein the control unit is configured to show the one or more fuel consumption models on the display.
[0069]
[0074] Article 11. 11. The system of any one of clauses 1 to 10, wherein the one or more control units are further configured to automatically operate one or more control devices of the aircraft based on the one or more fuel consumption models.
[0070]
[0075] Article 12. 12. The system of any one of clauses 1 to 11, wherein the one or more control units comprise an artificial intelligence or machine learning system.
[0071]
[0076] Article 13. 1. A method comprising: determining, by one or more control units, one or more fuel consumption models for an aircraft, the determining being based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft.
[0072]
[0077] Article 14. 14. The method of claim 13, further comprising determining, by a tracking subsystem, the real-time data for the aircraft.
[0073]
[0078] Article 15. 15. The method of claim 13 or 14, wherein the calibrated performance model is based on Quick Access Recorder (QAR) data or Continuous Parameter Logging (CPL) data.
[0074]
[0079] Article 16. 16. The method of any one of clauses 13 to 15, wherein the determining further comprises determining the calibrated performance model based on historical data for the aircraft and a generic performance model.
[0075]
[0080] Article 17. 17. The method of any one of clauses 13 to 16, wherein the initial conditions include the payload of the aircraft, the total fuel on board the aircraft, the centre of gravity of the aircraft, and meteorological conditions for the flight of the aircraft.
[0076]
[0081] Article 18. the one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model, the method further comprising: outputting, by the one or more control units, the first fuel consumption model to a ground-based subsystem; outputting, by the one or more control units, the second fuel consumption model to the aircraft; and comparing, by the one or more control units, the second fuel consumption model to actual fuel consumption determined by one or more fuel sensors of the aircraft; updating, by the one or more control units, both the first fuel consumption model and the second fuel consumption model in response to the second fuel consumption model differing from the actual fuel consumption; 18. The method of any one of clauses 13 to 17, further comprising:
[0077]
[0082] Article 19. 19. The method of any one of clauses 13 to 18, further comprising automatically operating, by the one or more control units, one or more control devices of the aircraft based on the one or more fuel consumption models.
[0078]
[0083] Article 20. A non-transitory computer-readable storage medium containing executable instructions, comprising: Depending on the execution, one or more control units each having a processor may be determining one or more fuel consumption models for the aircraft, the determining being based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft; 16. A non-transitory computer-readable storage medium for causing a computer to perform operations including:
[0079]
[0084] As described herein, embodiments of the present disclosure provide systems and methods for efficiently and effectively deriving, providing, and updating fuel consumption information for aircraft.
[0080]
[0085] For purposes of describing the embodiments of the present disclosure, various spatial and directional terms may be used, such as top, bottom, lower, middle, sideways, horizontal, vertical, front, etc., but it should be understood that such terms are used only with reference to the orientations shown in the drawings, which may be flipped, rotated, or otherwise changed, such as top becoming bottom or vice versa, horizontal becoming vertical, etc.
[0081]
[0086] As used herein, a structure, constraint, or element that is "configured to" perform a task or operation is specifically structurally shaped, configured, or adapted in a manner that corresponds to the task or operation. For clarity and to avoid doubt, an object that is merely capable of being modified to perform a task or operation is not, as used herein, "configured to" perform a task or operation.
[0082]
[0087] It should be understood that the above description is intended to be illustrative, not limiting. For example, the above-described embodiments (and / or aspects thereof) may be used in combination with each other. In addition, many modifications may be made to the teachings of the various embodiments of the present disclosure to adapt them to a particular situation or material without departing from its scope. The dimensions and types of materials described herein are intended to define aspects of the various embodiments of the present disclosure, but these examples are by no means limiting, but are illustrative examples. Many other embodiments will become apparent to those skilled in the art upon review of the above description. Thus, the scope of the various embodiments of the present disclosure should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the appended claims and in the detailed description herein, the terms "including" and "in which" are used as obvious synonyms of the terms "comprising" and "wherein," respectively. Moreover, terms such as "first," "second," and "third" are used merely as labels and are not intended to impose numerical requirements on their objects. Moreover, the limitations of the following claims are not written in means-plus-function form, and are not intended to be construed under 35 U.S.C. § 112(f) unless such claim limitations expressly use the phrase "means for" followed by a statement of function lacking further structure.
[0083]
[0088] The description herein uses examples to disclose various embodiments of the disclosure, including the best mode, and to enable any person skilled in the art to practice various embodiments of the disclosure, including making and using any device or system, and performing any incorporated methods. The patentable scope of the various embodiments of the disclosure is defined by the claims, and may include other embodiments that occur to those skilled in the art. Such other embodiments are intended to be within the scope of the claims 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 differ only insignificantly from the literal language of the claims.
Claims
1. A system (100), comprising: One or more control units (102) configured to determine one or more fuel consumption models for an aircraft (112). A system (100) comprising:
2. 2. The system of claim 1, wherein the one or more control units are configured to determine the one or more fuel consumption models for the aircraft based on a calibrated performance model for the aircraft, initial conditions for the aircraft, and real-time data for the aircraft.
3. The system (100) of claim 2, further comprising a tracking subsystem (100, 120) that determines the real-time data for the aircraft (112).
4. The system (100) of claim 2, wherein the calibrated performance model (202, 204) is based on Quick Access Recorder (QAR) data or Continuous Parameter Logging (CPL) data.
5. 3. The system of claim 2, 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.
6. 3. The system of claim 2, wherein the initial conditions include a payload of the aircraft, a total fuel loaded on the aircraft, a center of gravity of the aircraft, and weather conditions for flight of the aircraft.
7. 2. The system (100) of claim 1, wherein 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 (102) are configured to output the first fuel consumption model to a ground-based subsystem (104), and the one or more control units (102) are configured to output the second fuel consumption model to the aircraft (112).
8. 8. The system (100) of claim 7, wherein the one or more control units (102) are configured to compare the second fuel consumption model to actual fuel consumption determined by one or more fuel sensors (119) of the aircraft (112).
9. 9. The system (100) of 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 differing from the actual fuel consumption.
10. 2. The system (100) of claim 1, further comprising one or more user interfaces (106, 114) including a display (108, 116) and an input device (110, 118), and the control unit (102) is configured to present the one or more fuel consumption models on the display (108, 116).
11. 2. 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) comprise an artificial intelligence or machine learning system (100).
13. 1. A method comprising: determining, by one or more control units (102), one or more fuel consumption models for an aircraft (112), said determining being based on a calibrated performance model for the aircraft (112), initial conditions for the aircraft (112), and real-time data for the aircraft (112).
14. The method of claim 13, further comprising determining, by a tracking subsystem (100, 120), the real-time data for the aircraft (112).
15. The method of claim 13 , wherein the calibrated performance model is based on Quick Access Recorder (QAR) data or Continuous Parameter Logging (CPL) data.
16. The method of claim 13, wherein the determining further comprises determining the calibrated performance model based on historical data for the aircraft (112) and a generic performance model (202).
17. 14. The method of claim 13, wherein the initial conditions include a payload of the aircraft, a total fuel loaded on the aircraft, a center of gravity of the aircraft, and weather conditions for flight of the aircraft.
18. The one or more fuel consumption models include a first fuel consumption model and a second fuel consumption model, and the method further comprises: outputting, by the one or more control units (102), the first fuel consumption model to a ground-based subsystem (104); outputting, by the one or more control units (102), the second fuel consumption model to the aircraft (112); comparing, by the one or more control units (102), the second fuel consumption model to actual fuel consumption determined by one or more fuel sensors (119) of the aircraft (112); updating, by the one or more control units (102), both the first fuel consumption model and the second fuel consumption model in response to the second fuel consumption model differing from the actual fuel consumption; The method of claim 13 further comprising:
19. 14. The method of claim 13, further comprising automatically operating, by the one or more control units (102), one or more controls (123) of the aircraft (112) based on the one or more fuel consumption models.
20. A non-transitory computer-readable storage medium containing executable instructions, comprising: Depending on the execution, one or more control units (102) each having a processor may be configured to: determining one or more fuel consumption models for the aircraft (112), said determining being based on a calibrated performance model for the aircraft (112), initial conditions for the aircraft (112), and real-time data for the aircraft (112); 16. A non-transitory computer-readable storage medium for causing a computer to perform operations including: