Wake turbulence alert system and method

Abstract

To provide a system and method which detect wake turbulence of an aircraft within an airspace, and effectively and efficiently alert an operator of the aircraft against wake turbulence which exhibits a possibility of adversely affecting the aircraft.SOLUTION: A system (100) and method include or employ a control unit (102) that monitors a first position of an own aircraft within an airspace (109), identifies a predictive route of the own aircraft within the airspace (109), monitors a second position of a target aircraft (108) within the airspace (109), and identifies a predicted wake turbulence of the target aircraft (108) within the airspace (109). The own aircraft flies to avoid the predicted wake turbulence.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] TECHNICAL FIELD

[0001] Embodiments of the present disclosure generally relate to systems and methods for identifying aircraft wake turbulence in an airspace and alerting pilots to the wake turbulence. [Background technology]

[0002]

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

[0003]

[0003] Aircraft flying in airspace generate wake turbulence, which forms counter-rotating vortices behind the aircraft. The wake turbulence from an aircraft can affect other aircraft within a defined range.

[0004] Typically, pilots of aircraft are alerted to wake turbulence by air traffic control, who generally contact the pilot and verbally inform the pilot that there is a possibility of wake turbulence in the airspace.

[0005] However, air traffic control may not always be able to promptly alert pilots to wake turbulence. In such situations, air traffic control may forgo verbal warnings of wake turbulence and instead instruct pilots to maintain visual separation. Summary of the Invention

[0006] What is needed are systems and methods for detecting aircraft wake turbulence within airspace, and further, systems and methods for effectively and efficiently alerting aircraft operators to wake turbulence that may potentially affect the aircraft.

[0007] With these needs in mind, certain embodiments of the present disclosure provide a system that includes a control unit configured to monitor a first position of a host aircraft within an airspace, identify a predicted path of the host aircraft within the airspace, monitor a second position of a target aircraft within the airspace, and identify predicted wake turbulence for the target aircraft within the airspace, wherein the host aircraft is configured to operate in a manner that avoids the predicted wake turbulence.

[0008] In at least one embodiment, the control unit is further configured to output a wake turbulence alert to the own aircraft in response to detecting that the predicted path of the own aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft. In at least one embodiment, the own aircraft includes a user interface including one or both of a display or a speaker. The control unit is further configured to one or both of presenting the wake turbulence alert on the display or broadcasting the wake turbulence alert via the speaker.

[0009] In at least one embodiment, the control unit is configured to determine the predicted wake turbulence based on a second location of the target aircraft, weather in the airspace, and / or a size or shape of the target aircraft, wherein the weather includes wind speed and direction.

[0010] In at least one embodiment, the control unit is further configured to filter out one or more other target aircraft that do not affect the own aircraft. For example, the control unit is configured to filter based on whether the one or more other target aircraft are (a) airborne, (b) within a predetermined zone of the own aircraft, (c) within a predetermined altitude of the own aircraft, and / or (d) large enough to affect the own aircraft.

[0011] In at least one embodiment, the own aircraft is configured to automatically navigate to avoid the predicted wake turbulence. For example, the control unit is further configured to automatically operate one or more controls of the own aircraft to automatically navigate the own aircraft to avoid the predicted wake turbulence.

[0012] In at least one embodiment, the control unit is an artificial intelligence or machine learning system.

[0013] Certain embodiments of the present disclosure provide a method that includes monitoring, by a control unit, a first position of a host aircraft within an airspace, determining, by the control unit, a predicted path of the host aircraft within the airspace, monitoring, by the control unit, a second position of a target aircraft within the airspace, and determining, by the control unit, predicted wake turbulence for the target aircraft within the airspace, wherein the host aircraft is configured to operate in a manner that avoids the predicted wake turbulence. [Brief explanation of the drawings]

[0014] [Figure 1]

[0014] A block diagram of a system according to one embodiment of the present disclosure is shown. [Figure 2]

[0015] 1 illustrates a front view of a display according to one embodiment of the present disclosure. [Figure 3]

[0016] 1 illustrates a front view of a display according to one embodiment of the present disclosure. [Figure 4]

[0017] 1 illustrates a front view of a display according to one embodiment of the present disclosure. [Figure 5]

[0018] 1 shows a flowchart of a method according to one embodiment of the present disclosure. [Figure 6]

[0019] FIG. 2 shows a schematic block diagram of a control unit according to one embodiment of the present disclosure. [Figure 7]

[0020] 1 illustrates a perspective front view of an aircraft according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0015]

[0021] The foregoing summary, as well as the following detailed description of specific embodiments, will be better understood when read in conjunction with the accompanying drawings. As used herein, the use of the singular form "a" or "an" preceding an element or step should be understood as not necessarily excluding a plurality of such elements or steps. Furthermore, references to "one embodiment" are not intended to be interpreted as excluding the existence of additional embodiments that incorporate features described herein. Furthermore, embodiments that "comprising" or "having" one or more elements having certain conditions may include additional elements that do not have those conditions (unless expressly stated otherwise).

[0016]

[0022] Several embodiments of the present disclosure provide systems and methods including a control unit configured to detect wake turbulence of a target aircraft in airspace and provide an operator of an aircraft (e.g., a host aircraft) with an alert of wake turbulence that may affect the aircraft. In at least one embodiment, the control unit analyzes available traffic and weather data, such as that received by an Automatic Dependent Surveillance Broadcast (ADS-B) receiver during flight. The control unit further calculates wake turbulence behind the target aircraft in response to current winds and monitors a prescribed wake turbulence flight path. In at least one embodiment, the control unit identifies wake turbulence based on the aircraft's type, past positions (trajectory, altitude, and airspeed), and current overhead wind data. Wake turbulence, as identified by the control unit, dynamically changes during descent and dissipates over time. In response to the control unit detecting that the aircraft's predicted path intersects with the identified wake turbulence of the target aircraft, the control unit outputs an alert, such as a visual and / or audio caution message, which may be displayed and / or broadcast via a user interface on the aircraft.

[0017]

[0023] 1 illustrates a block diagram of a system 100 according to one embodiment of the present disclosure. The system 100 includes a control unit 102 that communicates with a plurality of flight information sources 104, such as via one or more wired or wireless connections. For example, the control unit 102 may be coupled to a communication device 106 that receives data from the plurality of flight information sources 104. The communication device 106 may be one or more of an antenna, a transceiver, an internet connection, a cloud-based connection, etc.

[0018]

[0024] The control unit 102 also communicates with one or more aircraft 108 in the airspace 109, such as via communication between the communication device 106 and a communication device 110 of the aircraft 108. The communication device 110 may be an antenna, a transceiver, an internet connection, a cloud-based connection, or the like. In at least one embodiment, the control unit 102 is separate and distinct from the aircraft 108. For example, the control unit 102 may be located at a central monitoring location. The central monitoring location may be remote from, or optionally co-located with, one or more of the multiple flight information sources 104. As another example, the control unit 102 may be onboard the aircraft 108, such as in the cockpit or flight deck. For example, the control unit 102 may be part of a flight computer for the aircraft 108.

[0019]

[0025] The aircraft 108 includes controls 112 configured to enable an operator, such as a pilot, to control the operation of the aircraft 108. For example, the controls 112 include one or more of a control handle, a yoke, a joystick, a flight control surface control, an acceleration device, a deceleration device, etc.

[0020]

[0026] The aircraft 108 also includes one or more user interfaces 114. For example, the user interface 114 may be located in the cockpit or flight deck of the aircraft 108. In at least one embodiment, the user interface 114 includes a display 116 and an input device 118. In at least one embodiment, the display 116 is an electronic device configured to electronically display images, videos, text, etc. The display 116 may be a monitor, screen, television, touch screen, etc. The input device 118 may include a keyboard, a mouse, a stylus, a touch screen interface (i.e., the input device 118 may be integrated with the display 116), etc. The display 116 is configured to display visual graphics, videos, text, etc. The user interface 114 may also include a speaker 119 configured to broadcast audio messages. The user interface 114 may be, or may be part of, a computer workstation. For example, the user interface 114 may be part of a flight computer located in the cockpit or flight deck of the aircraft 108. As another example, the user interface 114 may be a handheld device such as a smartphone, tablet, or the like.

[0021]

[0027] In at least one embodiment, the control unit 102 may communicate with a user interface 114 not onboard an aircraft 108 in addition to (or optionally instead of) a user interface 114 onboard one or more aircraft 108. For example, the user interface 114 may be at a land-based monitoring location with respect to air traffic control, a flight dispatcher, an airline operations center, etc.

[0022]

[0028] The control unit 102 receives data from multiple flight information sources 104. The data includes a large amount of information from many different flight information sources 104. The flight information sources 104 include a tracking subsystem 120. The tracking subsystem 120 is configured to track various aircraft 108 on the ground and within the airspace 109. In at least one embodiment, the tracking subsystem 120 is configured to track the position of the aircraft 108 in real time. In at least one embodiment, the tracking subsystem 120 is a radar subsystem. As another example, the tracking subsystem is an Automatic Dependent Surveillance-Broadcast (ADS-B) tracking subsystem. The real-time position of the aircraft 108 on the ground and within the airspace is detected by the tracking subsystem 120 receiving position signals output by position sensors of the aircraft 108. For example, the tracking subsystem 120 receives ADS-B signals output by position sensors of the aircraft 108. As another example, the position sensors of the aircraft 108 may be global positioning system sensors. The position sensors output signals indicative of one or more of the position, altitude, heading, acceleration, velocity, etc. of the aircraft 108. The signals are received by the tracking subsystem 120.

[0023]

[0029] The plurality of flight information sources 104 also includes a weather subsystem 122. The weather subsystem provides historical, current, and forecasted weather for the location of the aircraft 108, airport, etc. As an example, the weather subsystem 122 may include weather stations, channels, etc. As another example, the weather subsystem 122 may include an aviation weather service that provides weather notifications at various locations, such as airports. An example of data from the weather subsystem 122 includes Meteorological Airport Reports (METARs). The weather subsystem 122 detects current weather conditions within the airspace 109, such as temperature, wind speed and direction, barometric pressure, and precipitation within the airspace 109.

[0024]

[0030] The plurality of flight information sources 104 also includes an aircraft data source 124. The aircraft data source 124 provides information about various aircraft. For example, the aircraft data source 124 includes information about the type, size, shape, and capabilities of the aircraft 108. The aircraft data source 124 may be information provided by the manufacturer, maintenance provider, operator, etc. of the aircraft 108.

[0025]

[0031] In at least one embodiment, aircraft data source 124 may provide tail-specific information about aircraft 108. The tail-specific information for aircraft 108 provides information about the performance of a particular actual aircraft, as opposed to a different test aircraft, a general performance model, etc. Optionally, aircraft data source 124 may provide general information about the type of aircraft 108.

[0026]

[0032] During operation, the control unit 102 determines wake turbulence for one or more of the aircraft 108 within the airspace 109. For example, the control unit 102 determines the wake turbulence generated by each aircraft 108 within the airspace 109. The control unit 102 determines the wake turbulence of the aircraft 108 as a function of the tracked position of the aircraft 108 as received from the tracking subsystem 120, the weather within the airspace 109 as received from the weather subsystem 122, and characteristics of the aircraft 108 as received from the aircraft data source 124, etc. The position of the aircraft 108 includes the position, airspeed, heading, altitude, etc. of the aircraft 108 within the airspace 109. The weather includes wind direction and speed at various altitudes within the airspace 109. The characteristics of the aircraft 108 include the size and shape of the aircraft 108.

[0027]

[0033] In at least one example, the control unit 102 determines the location of a particular aircraft 108, such as the own aircraft 108a, within the airspace 109 from data received from the tracking subsystem 120. The control unit 102 outputs a signal to display the location of the own aircraft 108a on the display 116. The control unit 102 further determines a predicted path for the own aircraft 108. The predicted path for the own aircraft 108a may be a predicted future path of the aircraft, such as a predetermined period of time into the future. The predetermined period of time may be 30 seconds, 1 minute, 2 minutes, etc. The predicted future path is determined by the control unit 102 from the current position, heading, airspeed, altitude, etc. of the aircraft 108.

[0028]

[0034] The control unit 102 further determines the positions of other aircraft 108, such as a target aircraft 108b, different from the own aircraft 108a, within the airspace 109. For the target aircraft 108b, the control unit 102 further determines the wake turbulence generated thereby. The control unit 102 determines the wake turbulence of the target aircraft 108b based on the position of the target aircraft 108b (including one or more of position, heading, airspeed, altitude, etc.) received from the tracking subsystem 120, data about the target aircraft 108b (such as size, shape, and optionally predetermined wake turbulence behind the target aircraft) as received from the aircraft data source 124, and weather data including wind speed and direction as received from the weather subsystem 122. Thus, the control unit 102 determines the wake turbulence of the target aircraft 108b as a function of the tracked position of the target aircraft 108b, the size and / or shape of the target aircraft 108b, and the weather within the airspace 109 in which the target aircraft is flying.

[0029]

[0035] The control unit 102 may further display the target aircraft 108b in relation to the own aircraft 108a on the display 116. The control unit 102 further monitors the predicted path of the own aircraft 108a in relation to the wake turbulence of the target aircraft 108b. If the predicted path of the own aircraft 108a does not intersect with the wake turbulence of the target aircraft 108b, the control unit 102 continues monitoring and does not output an alert. However, if the predicted path of the own aircraft 108a intersects with the wake turbulence of the target aircraft 108b, the control unit 102 outputs a wake turbulence alert to the own aircraft 108a. For example, the control unit 102 operates the display 116 of the own aircraft 108a to display a wake turbulence alert message (e.g., graphic and / or text) regarding the wake turbulence. As another example, the control unit 102 may broadcast an audible wake turbulence alert message via the speaker 119. In at least one embodiment, the control unit 102 displays the wake turbulence alert on the display 116 and broadcasts the wake turbulence alert via the speaker 119 .

[0030]

[0036] In at least one embodiment, the control unit 102 filters the traffic information for relevant wake turbulence information. That is, the control unit 102 may filter out one or more other target aircraft with wake turbulence that does not affect the own aircraft 108a. For example, the control unit 102 determines whether the target aircraft 108b is airborne within the airspace 109. If the target aircraft 108b is not airborne when tracked by the tracking subsystem 120, the control unit 102 excludes the target aircraft 108b from further analysis because an aircraft 108 on the ground may not generate wake turbulence.

[0031]

[0037] However, if the control unit 102 determines that the target aircraft 108b is airborne, the control unit 102 determines whether the target aircraft 108b is within a predetermined zone of the own aircraft 108a. The predetermined zone is a portion of the airspace 109 ahead of the own aircraft 108a. For example, based on the current position of the own aircraft 108a as tracked by the tracking subsystem 120, the predetermined zone may be 5 minutes to the side and 5 minutes ahead. Optionally, the predetermined zone may be less than 5 minutes (such as 2 or 3 minutes) or more than 5 minutes (such as 10 or 15 minutes). If the target aircraft 108b is outside the predetermined zone, the control unit 102 excludes the target aircraft 108b from further analysis.

[0032]

[0038] However, if the target aircraft 108b is within the predetermined zone, the control unit 102 determines whether the target aircraft 108b is within a predetermined altitude of the own aircraft 108a. For example, the predetermined altitude may be within 3000 feet above or below the own aircraft 108a. Optionally, the predetermined altitude may be less than 3000 feet (such as 2000 or 2500 feet) or greater than 3000 feet (such as 4000 or 5000 feet). If the target aircraft 108b is outside the predetermined altitude, the control unit 102 excludes the target aircraft 108b from further analysis.

[0033]

[0039] However, if the target aircraft 108b is within a predetermined altitude, the control unit 102 determines whether the target aircraft 108b is large enough (e.g., within a particular wake category) to affect the own aircraft 108a. The control unit 102 receives data from the aircraft data source 124 regarding the size, shape, weight, etc. of the aircraft 108. Predetermined comparison data between different sizes of aircraft can be used to determine whether the target aircraft 108b is large enough to generate a wake large enough to affect the own aircraft 108a. As an example, the wake turbulence of a small, single-propeller aircraft will not affect a large jet aircraft such as a Boeing 747. If the control unit 102 determines that the target aircraft 108b is too small to affect the own aircraft 108a, the control unit 102 excludes the target aircraft 108b from further analysis.

[0034]

[0040] As described, the control unit 102 continues to analyze the target aircraft 108b based on the target aircraft 108b being airborne, being within the predetermined zone and predetermined altitude of the own aircraft 108a, and being large enough to generate wake turbulence that may potentially affect the own aircraft 108a. Conversely, the control unit 102 filters out the target aircraft 108b from further analysis if the target aircraft 108b is not airborne, is outside the predetermined zone and / or predetermined altitude, and / or is too small to generate wake turbulence that may potentially affect the own aircraft 108a.

[0035]

[0041] After the above-described filtering operations, if the control unit 102 continues to analyze the target aircraft 108b with respect to the own aircraft 108a, the control unit 102 identifies and predicts wake turbulence for the target aircraft 108b. The predicted wake turbulence for the target aircraft 108b may be based on predetermined data for the target aircraft 108b. For example, the predicted wake turbulence for the target aircraft 108b may be identified from specific regulations from one or more regulatory agencies (e.g., the U.S. Federal Aviation Administration (FAA)) regarding aircraft radar separation, etc.

[0036]

[0042] The control unit 102 predicts wake turbulence behind the target aircraft 108b. The target aircraft 108b continues to be tracked by the tracking subsystem 120. The control unit 102 may further scale the wake turbulence based on the historical path of the target aircraft 108b while airborne, such as the historical path of the target aircraft from the previous 30 seconds, 1 minute, 2 minutes, or more. The control unit 102 may further predict the wake turbulence based on the wingspan or width of the target aircraft 108b as received from the aircraft data source 124. For example, the control unit 102 may identify the width of the wake turbulence of the target aircraft as the width of the wingspan of the target aircraft 108b.

[0037]

[0043] In at least one embodiment, the control unit 102 further predicts wake turbulence behind the target aircraft 108b based on a predetermined rate of descent. For example, the control unit 102 determines that wake turbulence generated at an initial altitude will descend at a predetermined rate, such as 400 feet per minute. As an example, wake turbulence generated at a particular location at an initial altitude of 2000 feet will descend to 1200 feet two minutes after it was first generated.

[0038]

[0044] In at least one embodiment, the control unit 102 further predicts wake turbulence based on the wind correction. The control unit 102 receives meteorological data, including wind speed and direction, from the meteorological subsystem 122. Wind affects wake turbulence; that is, depending on wind speed and direction, the wake turbulence generated by the target aircraft 108b moves accordingly. The control unit 102 provides a wind correction for the predicted wake turbulence.

[0039]

[0045] As described, in at least one embodiment, the control unit 102 determines the predicted wake turbulence behind the target aircraft 108b based on one or more of the identified wake length (e.g., based on data from one or more regulatory agencies), the historical path of the target aircraft 108b, the wingspan (i.e., wing span from wing tip to wing tip) of the target aircraft 108b, the descent rate of the wake turbulence, and / or meteorological conditions such as wind direction and speed. In at least one embodiment, the control unit 102 determines the predicted wake turbulence behind the target aircraft 108b based on the identified wake length (e.g., based on data from one or more regulatory agencies), the historical path of the target aircraft 108b, the wingspan (i.e., wing span from wing tip to wing tip) of the target aircraft 108b, the descent rate of the wake turbulence, and meteorological conditions such as wind direction and speed.

[0040]

[0046] The control unit 102 displays the own aircraft 108a and the target aircraft 108b on the display 116 of the own aircraft 108a as they are tracked by the tracking subsystem 120. If the predicted path of the own aircraft 108a does not intersect with the predicted wake turbulence of the target aircraft 108b, the control unit 102 continues to monitor the own aircraft 108a and the target aircraft 108b without outputting a wake turbulence alert. However, if the predicted path of the own aircraft 108a intersects with the predicted wake turbulence of the target aircraft 108b, the control unit 102 outputs a wake turbulence alert to the own aircraft 108a. The wake turbulence alert may be displayed on the display 116 and / or broadcast via the speaker 119 of the own aircraft 108a. The control unit 102 may display the predicted path of the own aircraft 108a and / or the predicted wake turbulence of the target aircraft 108b on the display 116. Optionally, the control unit 102 may not display on the display 116 the predicted path of the own aircraft 108a or the predicted wake turbulence of the target aircraft 108b.

[0041]

[0047] In response to receiving the wake turbulence alert, the own aircraft 108a is maneuvered to move out of the predicted wake turbulence, and thus out of the wake turbulence created by the target aircraft 108b. In at least one embodiment, the own aircraft 108a may be automatically maneuvered to move out of the predicted wake turbulence and / or to remain outside of the predicted wake turbulence. For example, one or more control units may automatically manipulate one or more of the controls 112 of the own aircraft 108a to ensure that the own aircraft 108a remains outside of the predicted wake turbulence. In at least one embodiment, the control unit 102 automatically manipulates one or more of the controls 112 of the own aircraft 108a to ensure that the own aircraft 108a remains outside of the predicted wake turbulence of the target aircraft 108b. Optionally, the own aircraft 108a is not automatically maneuvered to remain outside of the predicted wake turbulence.

[0042]

[0048] The predicted path of the own aircraft 108a may be a predicted line for a predetermined period of time into the future (e.g., 30, 35, 40, 45, 60 seconds or more) for the own aircraft 108a based on the current heading, airspeed, and altitude of the own aircraft 108a. In at least one embodiment, the control unit 102 determines a holding time based on the distance for an intersection of the predicted path of the own aircraft 108a with the predicted wake turbulence of the target aircraft 108b. The holding time is shorter as the distance between the own aircraft 108a and the target aircraft 108b decreases. Conversely, the holding time is longer as the distance between the own aircraft 108a and the target aircraft 108b increases. For example, the holding time may be 2 seconds or more for a detected intersection between the predicted path of the own aircraft 108a and the predicted wake turbulence of the target aircraft 108b when the own aircraft 108a and the target aircraft 108b are relatively far from each other (e.g., 3000 feet). As the relative distance between the own aircraft 108a and the target aircraft 108b decreases, the holding time decreases. For example, if the relative distance is 1000 feet or less, the holding time may be 0.5 to 1 second. When the intersection between the predicted path of the own aircraft 108a and the predicted wake turbulence of the target aircraft 108b exceeds the holding time, the control unit 102 outputs a wake turbulence alert to the own aircraft 108a. However, if the intersection is less than the holding time, the control unit 102 refrains from outputting a wake turbulence alert. In this manner, the control unit 102 refrains from alerting the pilot of an aircraft 108 that is within the predicted wake turbulence (e.g., when maneuvering to a different heading, altitude, etc.) for only a short period of time.

[0043]

[0049] In at least one embodiment, the control unit 102 may also specify a predetermined cool-down time for a wake turbulence alert for a particular target aircraft 108b. For example, in response to outputting a wake turbulence alert for a target aircraft 108b, the control unit 102 may refrain from outputting another wake turbulence alert for that particular target aircraft for a predetermined period of time (e.g., 30, 45, or 60 seconds). In this manner, the control unit 102 may refrain from outputting repeated wake turbulence alerts. Optionally, the control unit 102 may not specify a predetermined cool-down time.

[0044]

[0050] As described herein, the system 100 includes a control unit 102. The control unit 102 is configured to monitor a first position of the own aircraft 108a within the airspace 109. The control unit 102 is further configured to determine a predicted path of the own aircraft 108a within the airspace 109. The control unit 102 is further configured to monitor a second position of one or more target aircraft 108b within the airspace 109 and to determine predicted wake turbulence for the target aircraft(s) 108b within the airspace 109. The own aircraft 108a is navigated to avoid the predicted wake turbulence, such as by remaining outside of the predicted wake turbulence or moving outside of the predicted wake turbulence. In at least one embodiment, the own aircraft 108a may be navigated automatically to avoid the predicted wake turbulence, such as by one or more control units (e.g., the control unit 102). In at least one embodiment, the control unit 102 outputs a wake turbulence alert to the own aircraft in response to detecting that the predicted trajectory intersects one or more portions of the predicted wake turbulence.

[0045]

[0051] 2 illustrates a front view of the display 116, according to one embodiment of the present disclosure. Referring to FIGS. 1 and 2, the display 116 is for the own aircraft 108a. The location of the own aircraft 108a is shown on the display 116. The control unit 102 identifies a predetermined zone 130 for the own aircraft 108a. As shown, target aircraft 108b, 108c, and 108d are within the predetermined zone 130. Conversely, the target aircraft 108e is outside the predetermined zone 130.

[0046]

[0052] The control unit 102 may display the predetermined zone 130 on the display 116. Optionally, the control unit 102 may not display the predetermined zone 130 on the display 116.

[0047]

[0053] 3 illustrates a front view of the display 116, according to one embodiment of the present disclosure. Referring to FIGS. 1 and 3, the display 116 is for the own aircraft 108a. The control unit 102 identifies a predicted path 140 for the own aircraft 108a and a predicted wake turbulence 142 for the target aircraft 108b. In response to detecting that the predicted path 140 for the own aircraft 108a intersects at least a portion of the predicted wake turbulence 142 for the target aircraft 108b, the control unit 102 outputs a wake turbulence alert 144. The wake turbulence alert 144 is displayed on the display 116.

[0048]

[0054] The control unit 102 may display the predicted path 140 and the predicted wake turbulence 142 on the display 116. Optionally, the control unit 102 may not display the predicted path 140 or the predicted wake turbulence 142 on the display 116.

[0049]

[0055] 4 illustrates a front view of the display 116, according to one embodiment of the present disclosure. As shown, the predicted wake turbulence 150 of the target aircraft 108b has been shifted from the historical path 152 of the target aircraft 108b. For example, the control unit 102 shifts the predicted wake turbulence 150 from the historical path 152 based on weather data including wind speed and direction.

[0050]

[0056] The control unit 102 may display the predicted wake turbulence 150 and the historical path 152 on the display 116. Optionally, the control unit 102 may not display the predicted wake turbulence 150 and / or the historical path 152 on the display 116.

[0051]

[0057] 1-5, at 200, the control unit 102 monitors the position of the own aircraft 108a within the airspace 109. At 202, the control unit 102 determines a predicted path for the own aircraft 108a. At 204, the control unit 102 monitors the position of the target aircraft 108b within the airspace 109.

[0052]

[0058] At 206, the control unit 102 determines whether to exclude the target aircraft 108b from further analysis. If so, the method returns to 200. However, if the control unit 102 does not exclude the target aircraft 108b from further analysis but instead continues to analyze the target aircraft 108b, the method proceeds from 206 to 208, where the control unit 102 identifies predicted wake turbulence for the target aircraft 108b. Next, at 210, the control unit 102 determines whether the predicted path of the own aircraft 108a intersects one or more portions of the predicted wake turbulence for the target aircraft 108b. If not, the method proceeds from 210 to 212, where the control unit 102 refrains from outputting a wake turbulence alert.

[0053]

[0059] However, if at 210 the predicted trajectory intersects one or more portions of predicted wake turbulence, the method proceeds to 214, where the control unit 102 outputs a wake turbulence alert to the own aircraft 108a. The control unit 102 may display the wake turbulence alert on the display 116 of the own aircraft 108a and / or broadcast the wake turbulence alert via the speaker 119 of the own aircraft 108a. The own aircraft 108a is maneuvered to avoid the predicted wake turbulence. For example, the own aircraft 108a is maneuvered (either by one or more pilots or automatically by one or more control units) to stay outside of the predicted wake turbulence and / or move outside of the predicted wake turbulence.

[0054]

[0060] 6 illustrates a schematic block diagram of a control unit 102 according to one embodiment of the present disclosure. In at least one embodiment, the control unit 102 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. The control unit 102 illustrated in FIG. 6 is merely exemplary and non-limiting.

[0055]

[0061] 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 using 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, control unit 102 may be or include one or more processors configured to control operations as described herein.

[0056]

[0062] The control unit 102 is configured to execute a set of instructions stored in one or more data storage units or elements (such as one or more memories) to process data. For example, the control unit 102 may include or be 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 take the form of an information source or a physical memory element within a processing machine.

[0057]

[0063] The set of instructions may include various commands that instruct the control unit 102 as a processing machine to perform particular operations (e.g., methods and processes of various embodiments of the subject matter described herein). The set of instructions may take the form of a software program. The software may take various forms such as system software or application software. Furthermore, the software may take the form of a collection of separate programs, a program subset within a larger program, or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of input data by the processing machine may be in response to user commands, in response to results of previous processing, or in response to a request made by another processing machine.

[0058]

[0064] The diagrams of the embodiments herein may depict one or more control or processing units, such as the control unit 102. It should be understood that this processing or control unit may represent a circuit, circuitry, or portion thereof, that may be implemented as hardware having associated instructions (e.g., software stored on 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 a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), microprocessor(s), etc. The circuitry in various examples may be configured to execute one or more algorithms to perform the functions described herein. Such one or more algorithms, whether or not explicitly identified in a flowchart or method, may comprise aspects of the embodiments disclosed herein.

[0059]

[0065] As used herein, the terms "software" and "firmware" are used interchangeably 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 listed above are merely exemplary and thus not limiting as to the types of memory that may be used for storing computer programs.

[0060]

[0066] 1-6 , embodiments of the present disclosure provide methods and systems that enable a computing device to quickly and efficiently analyze large amounts of data. For example, a control unit 102 may receive and analyze data from hundreds, thousands, or more flight information sources 104 regarding many own aircraft and many target aircraft. Thus, a large amount of data that may not be easily interpreted by a human is tracked and analyzed. As described herein, the vast amount of data is efficiently organized and / or analyzed by the control unit 102. The control unit 102 analyzes the data in a relatively short amount of time to quickly and efficiently identify predicted wake turbulence and output alerts when necessary. Thus, embodiments of the present disclosure provide improved, efficient functionality and significantly superior performance to a human analyzing large amounts of data.

[0061]

[0067] In at least one embodiment, components of system 100, such as control unit 102, provide and / or enable a computer system to operate as a dedicated computer system for identifying wake turbulence and outputting wake turbulence alerts. Control unit 102 improves on standard computing devices by identifying and automatically communicating such information to individuals (such as aircraft operators) in an efficient and effective manner.

[0062]

[0068] In at least one embodiment, the control unit 102 uses machine learning algorithms that automatically consider factors that affect the wake turbulence generated by the aircraft. In at least one embodiment, all or a portion of the systems and methods described herein are or otherwise include artificial intelligence (AI) or machine learning systems that can automatically perform the operations of the methods also described herein. In at least one embodiment, the control unit 102 can be or otherwise include a deterministic or rule-based evaluation system. In at least one embodiment, the control unit 102 can be an artificial intelligence or machine learning system. These types of systems can be trained from external information and / or can be self-trained, iteratively improving the accuracy of how data is analyzed to identify wake turbulence generated by the aircraft and outputting alert messages when necessary. Over time, these systems improve by identifying and communicating with increasing accuracy and speed, thereby significantly reducing the likelihood of any potential errors. For example, an AI or machine learning system can learn and identify models, associate such models with received data, and identify potential conflicts. The AI ​​or machine learning systems described herein may include techniques enabled by adaptive predictive capabilities. The techniques 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 systems may be trained and retrained using feedback from one or more prior analyses of data, ensemble data, and / or other such data. Based on this feedback, the systems may be trained by adjusting one or more parameters, weights, rules, criteria, etc. used in the same analysis. This process may be performed using data or ensemble data instead of training data and may be repeated multiple times to iteratively improve the identification and communication described herein.Training minimizes conflicts and interference by running an iterative training algorithm in which the system is retrained with an updated set of data based on feedback examined before the most recent training of the system, providing a robust analytical model that can better identify wake turbulence generated by aircraft and identify when to issue an alert message to the own aircraft regarding wake turbulence in the airspace.

[0063]

[0069] FIG. 7 illustrates a perspective front view of an aircraft 108 according to one embodiment of the present disclosure. The aircraft 108 includes a propulsion system 412 including, for example, engines 414. Optionally, the propulsion system 412 may include more engines 414 than shown. The engines 414 are supported by wings 416 of the aircraft 108. In other embodiments, the engines 414 may be supported by a fuselage 418 and / or a tail section 420. The tail section 420 may also support a horizontal stabilizer 422 and a vertical stabilizer 424. The fuselage 418 of the aircraft 108 defines an interior cabin 430, which may include a cockpit or flight deck, one or more work sections (e.g., a galley, a crew baggage area, etc.), one or more passenger sections (e.g., first class, business class, and economy class), one or more restrooms, etc. FIG. 7 illustrates an example of an aircraft 108. It should be understood that the aircraft 108 may be sized, shaped, and configured differently than that shown in FIG.

[0064]

[0070] Furthermore, the present disclosure includes embodiments according to the following clauses.

[0065]

[0071] Article 1. A system comprising a control unit, the control unit comprising: monitoring a first position of the aircraft within the airspace; determining a predicted path of the own aircraft within the airspace; monitoring a second location of the target aircraft within the airspace; and identifying predicted wake turbulence for the target aircraft within the airspace; The system, wherein the own aircraft is configured to operate in a manner that avoids the predicted wake turbulence.

[0066]

[0072] Article 2. 10. The system of claim 1, wherein the control unit is further configured to: output a wake turbulence alert to the own aircraft in response to detecting that the predicted path of the own aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft.

[0067]

[0073] Article 3. 3. The system of claim 2, wherein the own aircraft comprises a user interface including one or both of a display or a speaker, and the control unit is further configured to one or both of: display the wake turbulence alert on the display or broadcast the wake turbulence alert via the speaker.

[0068]

[0074] Article 4. The system of any one of clauses 1 to 3, wherein the control unit is configured to perform identifying the predicted wake turbulence based on the second position of the target aircraft, weather in the airspace, and one or both of the size or shape of the target aircraft.

[0069]

[0075] Article 5. 5. The system of claim 4, wherein the weather includes wind speed and direction.

[0070]

[0076] Article 6. 6. The system of any one of clauses 1 to 5, wherein the control unit is further configured to perform filtering out one or more other target aircraft that do not affect the own aircraft.

[0071]

[0077] Article 7. The system described in clause 6, wherein the control unit is configured to perform filtering based on one or more of: (a) being airborne; (b) being within a predetermined zone of the own aircraft; (c) being within a predetermined altitude of the own aircraft; or (d) being large enough to affect the own aircraft.

[0072]

[0078] Article 8. The system described in clause 7, wherein the control unit is configured to perform filtering based on whether the one or more other target aircraft are (a) airborne, (b) within a predetermined zone of the own aircraft, (c) within a predetermined altitude of the own aircraft, and (d) large enough to affect the own aircraft.

[0073]

[0079] Article 9. 9. The system of any one of clauses 1 to 8, wherein the own aircraft is configured to automatically navigate to avoid the predicted wake turbulence.

[0074]

[0080] Article 10. 10. The system of clause 9, wherein the control unit is further configured to automatically operate one or more control devices of the own aircraft to automatically navigate the own aircraft to avoid the predicted wake turbulence.

[0075]

[0081] Article 11. 11. The system of any one of clauses 1 to 10, wherein the control unit is an artificial intelligence or machine learning system.

[0076]

[0082] Article 12. monitoring, by a control unit, a first position of the own aircraft within the airspace; determining, by the control unit, a predicted path of the own aircraft within the airspace; monitoring, by the control unit, a second location of the target aircraft within the airspace; and identifying, by the control unit, predicted wake turbulence of the target aircraft within the airspace; The method, wherein the own aircraft is configured to operate in a manner that avoids the predicted wake turbulence.

[0077]

[0083] Article 13. 13. The method of claim 12, further comprising: outputting a wake turbulence alert to the own aircraft in response to the control unit detecting that the predicted path of the own aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft.

[0078]

[0084] Article 14. 14. The method of claim 13, further comprising one or both of: displaying, by the control unit, the wake turbulence alert on a display of the own aircraft; or broadcasting, by the control unit, the wake turbulence alert through a speaker of the own aircraft.

[0079]

[0085] Article 15. 15. The method of any one of clauses 12 to 14, wherein identifying the predicted wake turbulence includes identifying the predicted wake turbulence based on one or both of the second position of the target aircraft, weather in the airspace, and size or shape of the target aircraft, the weather including wind speed and direction.

[0080]

[0086] Article 16. 16. The method of any one of clauses 12 to 15, further comprising filtering, by the control unit, one or more other target aircraft that do not affect the own aircraft, wherein the filtering is based on one or more of the following: (a) being in the air; (b) being within a predetermined zone of the own aircraft; (c) being within a predetermined altitude of the own aircraft; or (d) being large enough to affect the own aircraft.

[0081]

[0087] Article 17. 17. The method of any one of clauses 12 to 16, further comprising automatically maneuvering the own aircraft to avoid the predicted wake turbulence.

[0082]

[0088] Article 18. 18. The method of clause 17, wherein automatically maneuvering includes automatically operating, by the control unit, one or more control devices of the own aircraft to automatically maneuver the own aircraft to avoid the predicted wake turbulence.

[0083]

[0089] Article 19. 19. The method of any one of clauses 12 to 18, wherein the control unit is an artificial intelligence or machine learning system.

[0084]

[0090] Article 20. A non-transitory computer-readable storage medium containing executable instructions that, when executed, cause one or more control units comprising a processor to: monitoring a first position of the aircraft within the airspace; determining a predicted path of the own aircraft within the airspace; monitoring a second location of the target aircraft within the airspace; and identifying predicted wake turbulence for the target aircraft within the airspace; 10. A non-transitory computer-readable storage medium, wherein the own aircraft is configured to operate in a manner that avoids the predicted wake turbulence.

[0085]

[0091] As described herein, embodiments of the present disclosure provide systems and methods for detecting wake turbulence of an aircraft in an airspace. Additionally, embodiments of the present disclosure provide systems and methods for effectively and efficiently alerting an aircraft operator of wake turbulence that may potentially affect the aircraft.

[0086]

[0092] For purposes of describing the embodiments of the present disclosure, various spatial and directional terms may be used, such as top, bottom, lower, center, sideways, horizontal, vertical, front, etc., but it should be understood that such terms are used solely with reference to the orientations shown in the drawings. These orientations may be flipped, rotated, or otherwise changed so that top becomes bottom, bottom becomes top, horizontal becomes vertical, etc.

[0087]

[0093] As used herein, a structure, limitation, or element that is "configured to" perform an task or operation is structurally shaped, configured, or adapted specifically to correspond to the task or operation. For clarity and to avoid doubt, an object that can merely be modified to perform a task or operation is not "configured / set up to" perform a task or operation as used herein.

[0088]

[0094] It should be understood that the above description is intended to be illustrative, not limiting. For example, the above-described examples (and / or aspects thereof) can be used in combination with each other. In addition, many modifications can be made to adapt a particular situation or material to the teachings of the various embodiments of the present disclosure without departing from the scope of the present disclosure. While the dimensions and types of materials described herein are intended to define aspects of the various embodiments of the present disclosure, the examples are by no means limiting, but are illustrative examples. Many other examples will be apparent to those skilled in the art upon reviewing the above description. 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 accompanying claims and the detailed description herein, the words "including" and "in which" are used as the plain English equivalents of the words "comprising" and "wherein," respectively. Furthermore, 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.

[0089]

[0095] The description herein uses examples to disclose various embodiments of the present disclosure, including the best mode, and to enable any person skilled in the art to practice various embodiments of the present disclosure, including making and using any device or system and practicing any methods incorporated therein. The patentable scope of various examples of the present disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if the examples have structural elements that do not differ from the literal language of the claims, or if the examples include equivalent structural elements that differ only insignificantly from the literal language of the claims.

Claims

1. A system (100) comprising a control unit (102), said control unit (102) comprising: monitoring a first position of the own aircraft within the airspace (109); determining a projected path of the own aircraft within the airspace (109); monitoring a second location of a target aircraft (108) within said airspace (109); and identifying predicted wake turbulence for the target aircraft (108) within the airspace (109); The system (100) is configured to operate the own aircraft to avoid the predicted wake turbulence.

2. 2. The system of claim 1, wherein the control unit is further configured to: output a wake turbulence alert to the own aircraft in response to detecting that the predicted path of the own aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft.

3. 3. The system of claim 2, wherein the own aircraft comprises a user interface including one or both of a display or a speaker, and the control unit is further configured to one or both of: display the wake turbulence alert on the display or broadcast the wake turbulence alert via the speaker.

4. 2. The system of claim 1, wherein the control unit is configured to execute identifying the predicted wake turbulence based on the second position of the target aircraft, weather in the airspace, and one or both of a size or shape of the target aircraft.

5. The system (100) of claim 4, wherein the weather comprises wind speed and direction.

6. 2. The system of claim 1, wherein the control unit is further configured to perform filtering out one or more other target aircraft that do not affect the own aircraft.

7. 7. The system of claim 6, wherein the control unit is configured to perform filtering based on one or more of: (a) being airborne; (b) being within a predetermined zone of the own aircraft; (c) being within a predetermined altitude of the own aircraft; or (d) being large enough to affect the own aircraft.

8. 8. The system of claim 7, wherein the control unit is configured to perform filtering based on whether the one or more other target aircraft are (a) airborne, (b) within a predetermined zone of the own aircraft, (c) within a predetermined altitude of the own aircraft, and (d) large enough to affect the own aircraft.

9. The system (100) of claim 1, wherein the own aircraft is configured to automatically navigate to avoid the predicted wake turbulence.

10. 10. The system of claim 9, wherein the control unit is further configured to automatically operate one or more controls of the own aircraft to automatically navigate the own aircraft to avoid the predicted wake turbulence.

11. The system (100) of claim 1 , wherein the control unit (102) is an artificial intelligence or machine learning system (100).

12. monitoring, by a control unit (102), a first position of the own aircraft within the airspace (109); determining, by the control unit (102), a predicted path of the own aircraft within the airspace (109); monitoring, by the control unit (102), a second location of a target aircraft (108) within the airspace (109); and identifying, by the control unit (102), predicted wake turbulence for the target aircraft (108) within the airspace (109), The method, wherein the own aircraft is configured to operate in a manner that avoids the predicted wake turbulence.

13. 13. The method of claim 12, further comprising: outputting a wake turbulence alert to the own aircraft in response to the control unit detecting that the predicted path of the own aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft.

14. 14. The method of claim 13, further comprising one or both of: displaying the wake turbulence alert on a display of the own aircraft by the control unit; or broadcasting the wake turbulence alert through a speaker of the own aircraft by the control unit.

15. 13. The method of claim 12, wherein identifying the predicted wake turbulence includes identifying the predicted wake turbulence based on one or both of the second location of the target aircraft, weather in the airspace, and a size or shape of the target aircraft, the weather including wind speed and direction.

16. 13. The method of claim 12, further comprising filtering, by the control unit, one or more other target aircraft that do not affect the own aircraft, wherein the filtering is based on one or more of: (a) being airborne; (b) being within a predetermined zone of the own aircraft; (c) being within a predetermined altitude of the own aircraft; or (d) being large enough to affect the own aircraft.

17. The method of claim 12 , further comprising automatically maneuvering the own aircraft to avoid the predicted wake turbulence.

18. 20. The method of claim 17, wherein automatically maneuvering includes automatically operating, by the control unit, one or more controls of the own aircraft to automatically maneuver the own aircraft to avoid the predicted wake turbulence.

19. The method of claim 12 , wherein the control unit (102) is an artificial intelligence or machine learning system (100).

20. A non-transitory computer-readable storage medium containing executable instructions that, when executed, cause one or more control units (102) comprising a processor to: monitoring a first position of the own aircraft within the airspace (109); determining a projected path of the own aircraft within the airspace (109); monitoring a second location of a target aircraft (108) within said airspace (109); and identifying predicted wake turbulence for the target aircraft (108) within the airspace (109); 10. The method of claim 1, wherein the own aircraft is configured to operate in a manner that avoids the predicted wake turbulence.

Images