Turbulence detection and presentation system and method
The system addresses the issue of sparse turbulence data by connecting and coloring turbulence points to indicate turbulence corridors, improving flight safety and navigation through enhanced turbulence representation.
Patent Information
- Application Number
- JP2025105209
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-06-27
- Filing Date
- 2025-06-23
- Publication Date
- 2026-01-21
AI Technical Summary
Existing aircraft turbulence detection systems provide sparse data points that make it difficult for pilots to assess turbulence between locations where measurements were taken, leading to incomplete information about turbulence conditions.
A system that collects turbulence data points from multiple flights, identifies increases and decreases in turbulence measurements, and visually connects these points with lines to represent turbulence corridors, using different colors and thicknesses to indicate turbulence levels and time intervals.
Provides a more comprehensive representation of turbulence conditions, allowing pilots to better navigate through calm and turbulent areas, enhancing flight safety and passenger comfort.
Smart Images
Figure 2026009836000001_ABST
Abstract
Description
[Technical Field]
[0001] TECHNICAL FIELD
[0001] Embodiments of the present disclosure generally relate to systems and methods for detecting airflow turbulence that may affect aircraft flight and visually presenting the detected turbulence. [Background technology]
[0002]
[0002] Air turbulence involves changes in the airflow around an aircraft during flight. These changes in airflow can disrupt the flight of the aircraft, such as by causing bumps in the aircraft's flight. Severe turbulence can damage the aircraft and even injure aircraft passengers.
[0003] In some known systems, aircraft have on-board sensors that measure airflow turbulence. The location of the measured turbulence, as well as the degree of turbulence, may be measured while the aircraft is in flight. The location, the measured degree of turbulence, and the time the degree of turbulence was measured may be recorded by the aircraft's sensor(s) and downloaded or downlinked to an off-board location. Some aircraft may report turbulence in such a way that an off-board location (e.g., one or more servers) can tally up many measured turbulences (or lack thereof) along with the associated locations and measurement times.
[0004] This aggregated information can be communicated to a device onboard the aircraft to inform the pilot of the turbulence information (e.g., the extent, location, and time of measurement). For example, the information can be communicated to an electronic flight bag (EFB) and presented to the pilot. The pilot can then control the aircraft and optionally modify the flight plan or flight path based on the aggregated turbulence information.
[0005]
[0005] However, turbulence information is reported from multiple flights and presented to the pilot as a sparse set of data points grouped by each flight. The data points may include the location (including altitude) where turbulence was measured, as well as the time of measurement and the intensity of the measured turbulence. When the measured degree of turbulence is low or non-existent, turbulence is measured (and reported) less frequently. This causes the data points to be distributed farther apart from each other. When turbulence is experienced, measurements are made and reported more frequently. This causes the data points to be more closely spaced.
[0006] Pilots operate aircraft through clear, calm air, but some currently known systems display a sparse set of data as spaced-apart data points with large gaps between data points associated with calm conditions. It can be difficult to visually assess or indicate the difference between locations where the aircraft flew and experienced no turbulence and locations where the aircraft did not. For example, a first flight may travel a first path and have several locations where turbulence measurements were taken. Two of these locations may be measured as turbulence-free, and the data points associated with these locations may be spaced apart on a display shown to the pilot. A second flight may travel a path that intersects the path of the first flight and also have spaced-apart data points indicating no turbulence. Even though these two flights pass the same location at different times, the other pilot will not see an indication on the display that turbulence was not experienced at that location. The lack of any information regarding turbulence (or lack of turbulence) at that location is due to the fact that no turbulence was detected between the two data points on either side of that location for each of the first and second flights.
[0007] As a result, the pilot may not be fully informed of the turbulence (or lack thereof) at various locations between the sparse data points presented to the pilot. Summary of the Invention
[0008] A method for detecting and presenting turbulence may include obtaining turbulence data points representing at least locations and turbulence measurements obtained during one or more aircraft flights, identifying increases and decreases between turbulence measurements in the turbulence data points, and visually presenting the turbulence data points and at least one connection between the turbulence data points. The turbulence data points may be displayed to visually represent the turbulence measurements and to show differences between the turbulence measurements, and the connection may be displayed to visually represent turbulence between the locations of the turbulence measurements.
[0009] The turbulence detection and presentation system may include a control unit that acquires turbulence data points representing at least positions and turbulence measurements obtained during one or more aircraft flights. The control unit may identify increases and decreases between turbulence measurements in the turbulence data points and direct an output device to present the turbulence data points and at least one connection between the turbulence data points. The turbulence data points are displayed to visually represent the turbulence measurements and to indicate differences between the turbulence measurements. The connection is displayed to visually represent turbulence between the locations of the turbulence measurements.
[0010] Another method for detecting and presenting turbulence may include obtaining sparsely spaced data points, each data point representing a turbulence measurement, a location of the turbulence measurement, and a time at which the turbulence measurement was measured, identifying increases and decreases between the turbulence measurements in pairs of data points, and visually presenting connections between the data points in each pair, which may represent turbulence in the airspace between the locations of the turbulence measurements in each pair of data points. [Brief explanation of the drawings]
[0011] [Figure 1]
[0011] An embodiment of a turbulence detection and presentation system is shown. [Figure 2]
[0012] 2 illustrates an example of a display that may be presented on the output device shown in FIG. 1 by the control unit shown in FIG. 1. [Figure 3]
[0013] 1 shows a flowchart of an embodiment of a method for detecting and indicating turbulence. [Figure 4]
[0014] 1 is a perspective front view of an aircraft according to one embodiment; DETAILED DESCRIPTION OF THE INVENTION
[0012]
[0015] 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, elements or steps described in the singular and preceded by the terms "a" or "an" do not necessarily exclude a plurality of 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).
[0013]
[0016] Several examples of turbulence detection and presentation systems (and associated methods) are described herein. The systems and methods may obtain turbulence information data points, including the measured degree of turbulence (or lack thereof), the location (including altitude) where the turbulence measurement was made (even if turbulence was not measured), and the time of the measurement. The systems and methods may instruct an output device, such as an electronic display, to show these data points on a map with connecting lines between the data points. These lines may be displayed in different ways to indicate turbulence. For example, a line may be drawn between consecutive data points (measured continuously by an aircraft during its flight) where little or no turbulence was measured. The line may represent the time between sporadic measurements where little or no turbulence was measured (e.g., the measured turbulence was below a threshold amount), but no turbulence was measured or reported.
[0014]
[0017] The line may be drawn between two data points along the route of the flight where no information at that data point was measured. The first data point connected by the line may be the older of the two data points connected by the line. The second data point connected by the line may be the next measurement of turbulence. The line may be shown wide or thick enough to visually represent the turbulence-free corridor and to avoid confusion with the flight path displayed below the corridor on the output device.
[0015]
[0018] A combination of several lines connecting different pairs of data points in each flight can help fill in the visual gaps between turbulence measurements. A pilot or other user can query the lines (e.g., by selecting the line on an output device) to see more detail about the reading(s) associated with the points connected by the line.
[0016]
[0019] FIG. 1 illustrates one embodiment of a turbulence detection and presentation system 100. The system 100 may include a control unit 102 onboard an aircraft 104. The control unit 102 may represent hardware circuitry that includes and / or is connected to one or more processors (e.g., microprocessors, integrated circuits, field programmable gate arrays, controllers, etc.) that perform the operations described herein. The control unit 102 may operate according to a set of instructions (e.g., software) to perform the operations described herein. The set of instructions may be created from, based on, or represent the method(s) described herein.
[0017]
[0020] The control unit 102 may receive turbulence information from an off-board device 106. This off-board device 106 may also represent a hardware circuit. This hardware circuit includes and / or is connected to one or more processors that perform the operations described herein. The off-board device 106 may aggregate turbulence information from many different flights by many different aircraft. For example, the off-board device 106 may receive the locations where turbulence measurements were made, the degree of turbulence measured, and the time the measurements were made from many different flights. The off-board device 106 may communicate this turbulence information to the control unit 102 onboard the aircraft 104 (e.g., via a wired and / or wireless connection before or during the flight of the aircraft 104). The information may be stored in a tangible, non-transitory computer-readable memory 108, such as a computer hard drive, server, or the like, accessible by the control unit 102.
[0018]
[0021] The aircraft 104 may include one or more sensors 112 onboard the aircraft 104 that measure turbulence. The sensor(s) 112 may periodically measure turbulence if no change in turbulence is detected. For example, the sensor(s) 112 may measure that there is little or no turbulence at a first time and a first location. This information may be recorded by the sensor(s) 112 (e.g., in memory 108) and / or communicated to an off-board location 106 via a communication device 114, such as a wireless antenna, modem, or the like. The sensor(s) 112 may not measure and record turbulence again until a time delay from the previous measurement is reached or a change in turbulence occurs. For example, if the turbulence does not change, the sensor(s) 112 may not measure and record turbulence again until a time delay (e.g., several minutes, such as five minutes) after the previous measurement and recording is reached. The sensor(s) 112 may repeatedly or continuously measure the turbulence, but only record the turbulence in memory 108 once a change is detected or a time delay is reached. If the sensor(s) 112 sense an increase or decrease in turbulence, the sensor(s) 112 may measure and record the turbulence accordingly. As a result, the frequency or rate at which turbulence measurements are recorded may be related to or based on how frequently the turbulence changes. If turbulence changes frequently, then turbulence measurements are recorded more frequently. If turbulence changes infrequently, then turbulence measurements are recorded less frequently.
[0019]
[0022] The control unit 102 may examine the received turbulence information and identify pairs of data points. Each data point may include the degree of turbulence measured, the location where the measurement was made, and the time of the measurement. The data points may be grouped by flight. For example, a first set of data points may be turbulence information measured by a first aircraft during that aircraft flight, a second set of data points may be turbulence information measured by that aircraft during a second aircraft flight, a third set of data points may be turbulence information measured by that aircraft during a third aircraft flight, etc.
[0020]
[0023] The control unit 102 may instruct an output device 110 onboard the aircraft 104 to visually present the turbulence information. This output device 110 may be an electronic display such as an EFB. The output device 110 may optionally receive input, such as via a touchscreen or other input device. The control unit 102 may instruct the output device 110 to display data points associated with different turbulence information, along with lines interconnecting consecutive pairs of data points measured in the same flight, in a manner that communicates the path and the turbulence along the path.
[0021]
[0024] Flight control system 116 ("FCS" in FIG. 1) may represent a hardware circuit. This hardware circuit includes and / or is connected to one or more processors. The one or more processors may be the same as or different from other processors described herein. FCS 116 may control aircraft 104 during flight. FCS 116 may operate flight control surfaces (e.g., elevators, ailerons, rudder, etc.) to maintain stability, adjust altitude, and execute pilot inputs. FCS 116 may include an autopilot. This autopilot automatically controls the aircraft to maintain a desired or specified flight path (without operator or pilot intervention). For example, FCS 116 may represent or include an automatic flight control system (AFCS).
[0022]
[0025] 2 illustrates an example of a display 200 that may be presented by control unit 102 to output device 110. Several data points 202 (e.g., 202A-D), 204 (e.g., 204A-204B), and 206 are displayed on display 200. These data points 202, 204, and 206 represent turbulence information at different locations and / or times during an aircraft flight. For example, data points 202A, 202D, 204A, 206, and 204B may represent turbulence measurements taken sequentially, in this order, at different locations and different times during a single aircraft flight. Meanwhile, data points 202B and 202C may represent turbulence measurements taken sequentially, in this order, at different locations and different times during a separate flight of a different aircraft (or the same aircraft).
[0023]
[0026] The control unit 102 may instruct the output device 110 to present the data points 202, 204, and 206 differently to indicate different degrees of turbulence measured at the locations and times associated with the data points 202, 204, and 206. The control unit 102 may instruct the output device 110 to display the data points 202A-D using a first color, the data points 204A and 204B using a different second color, and the data point 206 using a different third color. For example, the data points 202A-D may be displayed in gray to indicate low or non-existent turbulence measured at the locations and times associated with the data points 202A-D. The data points 204A and 204B may be displayed in yellow to indicate moderate turbulence measured at the locations and times associated with the data points 204A and 204B. The data point 206 may be displayed in orange or red to indicate significant turbulence measured at the location and time associated with the data point 206. Optionally, different colors may be used.
[0024]
[0027] Although the data points 202, 204, 206 are shown as circles, other symbols or shapes may also be used. The control unit 102 may instruct the output device 110 to display different symbols for different measured turbulence. For example, a first symbol (e.g., a circle) may be used to represent data points associated with little or no turbulence, a different second symbol (e.g., a square) may be used to represent data points associated with moderate turbulence, and a different third symbol (e.g., a triangle) may be used to represent data points associated with severe turbulence. This ensures that different colors are not confused with the same degree of turbulence.
[0025]
[0028] Different types or categories of turbulence may be associated with different thresholds. For example, little or no turbulence may be associated with measured turbulence (e.g., eddy dissipation rate, kinetic energy, etc.) less than a first threshold, moderate turbulence may be associated with measured turbulence at least as great as the first threshold but less than a second threshold, and severe turbulence may be associated with measured turbulence at least as great as the second threshold. Additional thresholds may be used to further refine the different levels or amounts of turbulence.
[0026]
[0029] The control unit 102 may instruct the output device 110 to display connections 208 (e.g., connections 208A, 208B) between the data points 202, 204, 206. The connections 208 may be lines connecting the data points 202, 204, 206 associated with the same flight of the aircraft. For example, different sets or subsets of data points 202B, 202C may represent turbulence measurements taken by one or more sensors 112 on board different aircraft during different flights that extend across or through the locations associated with the data points 202B, 202C. Accordingly, the connection 208A is displayed to connect these data points 202B, 202C. Similarly, data points 202A, 202D, 204A, 206, and 204B may represent turbulence measurements taken by sensors on board one aircraft during another flight that extends across or through the locations associated with data points 202A, 202D, 204A, 206, and 204B. Accordingly, connector 208B is displayed to connect these data points 202A, 202D, 204A, 206, and 204B.
[0027]
[0030] Connector 208 may be displayed in a manner that visually communicates turbulence along the corridor extending between data points 202, 204, and 206 connected by connector 208. For example, connector 208A may be displayed in a color that indicates turbulence in the airspace extending from the location of data point 202B to data point 202C. This color may match the color (e.g., gray or another color) used to represent data point 202B. In the illustrated example, because the turbulence did not change (e.g., or did not change by more than a threshold amount), the measurement for data point 202C was recorded only after a time delay had expired after the time the previous measurement for data point 202B was recorded. Data points 202B, 202C, and the entire connector 208A extending from data point 202B to data point 202C may be presented in the same color as data points 202B and 202C.
[0028]
[0031] The connections 208B between data points 202A, 202D, 204A, 206, and 204B may have different segments 210 (e.g., 210A, 210B, 210C, 210D, and 210E). The different segments 210 visually represent the turbulence between the data points 202, 204, and 206 at either end of the segment 210. For example, the flights on which the turbulence measurements for data points 202A, 202D, 204A, 206, and 204B were recorded recorded the turbulence in that order (e.g., the measurement for data point 202A was measured and recorded before the others, the measurement for data point 202D was measured and recorded after the measurement for data point 202A but before the other data points, etc.). Junction 208A may be a single segment because the turbulence did not change (or did not change significantly beyond a threshold) between the locations and times of data points 202B and 202C, but junction 208B has multiple segments 210 because the measured turbulence changed between data points 202D and 204A, between data points 204A and 206, and between data points 206 and 204B.
[0029]
[0032] For example, little or no turbulence may be measured at data points 202A and 202D. Segment 210A may connect these data points 202A and 202D and be presented in the same color as data point 202A, providing a visual indication to the pilot that turbulence is not changing within the airborne corridor extending from the location of data point 202A to data point 202D.
[0030]
[0033] Segment 210B connects data points 202D, 204A and may be displayed in a similar or the same manner (e.g., the same color) as data point 202D. Segment 210B may be presented in the same manner as data point 202D because the turbulence did not appear to change or significantly change until the aircraft reached the next data point, 204A.
[0031]
[0034] Data point 204A may be associated with increased turbulence compared to the turbulence measured for data points 202A, 202D. Therefore, data point 204A may be displayed differently (e.g., a different color, such as yellow). Segment 210C connects data points 204A, 206 and may be displayed in a similar or identical manner to data point 204A. Segment 210C may be presented in the same manner as data point 204A because the turbulence did not appear to change or significantly change until the aircraft reached the next data point 206.
[0032]
[0035] Data point 206 may be associated with increased turbulence compared to the turbulence measured for data points 202A, 202D, and 204A. Accordingly, data point 206 may be displayed differently (e.g., a different color, such as orange or red). Segment 210D connects data points 206 and 204B and may be presented in a similar or identical manner to data point 206. Segment 210D may be presented in the same manner as data point 206 because the turbulence did not appear to change or significantly change until the aircraft reached the next data point, 204B.
[0033]
[0036] Data point 204B may be associated with reduced turbulence compared to the turbulence measured for data point 204A, but may be greater than data points 202A and 202D and equal or approximately equal to the turbulence of data point 204A. For example, the turbulence measured for data points 204A and 204B may be between a lower threshold associated with data points 202A-D and an upper threshold associated with data point 206. Thus, data point 204B may be displayed in a manner similar to data point 204A (e.g., in yellow). Segment 210E may be connected to data point 204B and extend toward another data point or to the end of the flight. Segment 210E may be displayed in a similar or identical manner to data point 204A. Segment 210E may be presented in the same manner as data point 204B because the turbulence did not appear to change or significantly change after the aircraft passed data point 204B.
[0034]
[0037] Connection 208 and / or segment 210 may be selected (e.g., using an input device or using a touch to the display of output device 110) to reveal information about the turbulence measurement. In response to connection 208 or segment 210 being selected, control unit 102 may instruct display device 110 to present the measured turbulence, the time the turbulence was measured (optionally, the age of the turbulence measurement), and / or the location where the turbulence was measured.
[0035]
[0038] Connectors 208 and / or segments 210 may be presented with a greater thickness than two-dimensional lines, such as lines indicating the flight path of aircraft 104 as viewed by the pilot on display 200. This may avoid or reduce confusion between the turbulence corridor represented by connectors 208 and segments 210 and the airway displayed below or above connectors 208 and / or segments 210. Data points 202, 204, 206 may represent distinct locations within the airspace (e.g., defined by longitude, latitude, and altitude). Alternatively, data points 202, 204, 206 may represent a three-dimensional space within the airspace. This space may be defined as the space encompassed by a certain distance (e.g., 10 meters, 20 meters, 50 meters, etc., in different embodiments or examples) from the longitude, latitude, and altitude at which turbulence or lack of turbulence is measured.
[0036]
[0039] The connectors 208 and connector segments 210, as described herein, may represent corridors (e.g., three-dimensional space) extending between the data points 202, 204, 206. These corridors may be defined by a fixed distance extending completely around a line extending from the longitude, latitude, and altitude of the two data points 202, 204, 206 at either end of the connector 208 or segment 210. This fixed distance may be the same fixed distance described above in one embodiment. Alternatively, the fixed distance may be larger or smaller.
[0037]
[0040] Optionally, the appearance of connectors 208 and / or segments 210 may vary based on the age of the turbulence measurements. For example, the translucency of connectors 208 and / or segments 210 may increase proportionally to the age of the turbulence measurements represented by connectors 208 or segments 210. A connector 208 or segment 210 representing an older turbulence measurement (from the older of the two data points 202, 204, 206 connected by connector 208 or segment 210) may be lighter or more translucent than another connector 208 or segment 210 representing a more recent turbulence measurement.
[0038]
[0041] This allows a pilot or other operator to quickly identify which turbulence measurement is the more recent turbulence measurement represented by different and / or intersecting junctions 208 or segments 210. For example, if a flight path extends through an intersection 212 between two junctions 208 or segments 210 that have different appearances (e.g., different colors), the pilot or operator can quickly determine that the more opaque or less transparent junction 208 or segment 210 at the intersection 212 is the more recent (and potentially more accurate) turbulence measurement.
[0039]
[0042] Optionally, only the junction 208 or segment 210 representing the more recently measured turbulence at intersection 212 is shown, and other junctions 208 or segments 210 are not shown at intersection 212. For example, in FIG. 2 , if junction 208A represents a turbulence measurement from a more recent data point 202B than segment 210A (which represents an older turbulence measurement from data point 202A), then only junction 208A may be shown at intersection 212, and segment 210A may not be shown at intersection 212. This may prevent different translucencies of junctions 208 and / or segments 210 from being affected by intersection 212 between junctions 208 and / or segments 210.
[0040]
[0043] System 100 may provide a more complete representation of calm air by filling in the gaps between data points 202, 204, 206 with connections 208 and / or segments 210 that indicate different measured turbulence values. Connections 208 and / or segments 210 allow a pilot or other operator to quickly identify corridors for travel, along with the turbulence values in those corridors, instead of just being provided with sparse locations of individual measurements of turbulence.
[0041]
[0044] The control unit 102 may perform one or more responsive actions based on the identified data points 202, 204, 206, the connections 208 between the data points 202, 204, 206 (which represent corridors for the aircraft's 104 flight path that passed through the data points 202, 204, 206 connected by the connections 208), and / or the segments 210 of the one or more connections 208. As one example, the control unit 102 may generate an audio and / or visual alert on the output device 110. The alert may warn the pilot 104 of the aircraft heading toward the data points 202, 204, 206, the connections 208, and / or the connection segments 210 associated with significant turbulence (e.g., turbulence above a threshold). The pilot may then alter the flight path of the aircraft 104 to avoid the location or corridor associated with the significant turbulence, thereby improving flight safety.
[0042]
[0045] As another example, control unit 102 may instruct FCS 116 (shown in FIG. 1 ) to automatically control the flight of aircraft 104 in response to identifying one or more of data points 202, 204, 206, connector 208, and / or segment 210. For example, control unit 102 may instruct FCS 116 to automatically control aircraft 104 to fly in a manner that avoids data points 202, 204, 206, connector 208, and / or segment 210. This may also improve flight safety.
[0043]
[0046] As another example, the control unit 102 may generate one or more alerts to warn passengers of the aircraft 104 approaching or passing through data points 202, 204, 206, junctions 208, and / or segments 210 associated with increasing turbulence (e.g., turbulence above a specified threshold). The thresholds described herein may be different thresholds, or two or more of the thresholds may be the same threshold. The control unit 102 may activate warning lights above passenger seats and / or instruct a speaker to generate a sound instructing passengers to return to their seats and fasten their seat belts. This may improve passenger safety during flight through turbulence compared to not generating these alerts.
[0044]
[0047] FIG. 3 shows a flowchart of one embodiment of a method 300 for detecting and indicating turbulence. Method 300 may represent operations performed by control unit 102 and / or output device 110 shown in FIG. 1 to detect turbulence during flight and notify pilots or others. At 302, turbulence measurements are acquired by control unit 102. These measurements may include the location of other aircraft during a previous or current flight, the time the measurements were taken, and the turbulence. For example, some measurements may be from a previously completed flight, while other measurements may be from a currently ongoing flight. The measurements may be reported to an off-board location 106, which may then be reported back to control unit 102. This off-board location 106 may represent, for example, a computer, server, etc., of the International Air Transport Association (IATA) or another entity.
[0045]
[0048] At 304, connections 208 between the locations of the measurements received at 302 are calculated or identified. The control unit 102 may calculate one or more of these connections 208 as a straight line (e.g., the shortest path) from the first turbulence measurement location of the flight to the last turbulence measurement location of the flight. Alternatively, one or more of the connections 208 may follow the flight path of the flight, although this may not be exclusively a straight line.
[0046]
[0049] At 306, a determination is made as to whether any of the turbulence measurements along the junction 208 deviate from previous turbulence measurements along the same junction 208. For example, the control unit 102 may compare successively acquired turbulence measurements to determine whether the subsequent turbulence measurement was greater than, less than, or substantially equal to the immediately preceding turbulence measurement. If the subsequent measurement is greater than the previous measurement (e.g., by at least a first threshold amount), the control unit 102 may determine that turbulence along the junction 208 has increased. As a result, flow of the method 300 may proceed to 308. If the subsequent measurement is less than the previous measurement (by at least the first threshold amount, or by at least a different second threshold amount), the control unit 102 may determine that turbulence along the junction 208 has decreased. As a result, flow of the method 300 may proceed to 310. If the subsequent measurement is substantially the same as the previous measurement (e.g., the subsequent and previous measurements are within a threshold range of each other, e.g., the measurements do not differ by more than a first threshold or a second threshold), the control unit 102 may determine that the turbulent flow along the junction 208 has not changed. As a result, flow of the method 300 may proceed to 312.
[0047]
[0050] At 308, a subsequent measurement of increasing turbulence is identified as an increasing turbulence data point. At 310, a subsequent measurement of decreasing turbulence is identified as a decreasing turbulence data point. At 312, a subsequent measurement is identified as an unchanged turbulence data point. From each of 308, 310, and 312, flow of method 300 may proceed to 314.
[0048]
[0051] At 314, a display is generated within the aircraft 104 to inform the pilot of the turbulence measurements, the locations of the measurements, and the corridors extending between the locations of those measurements. As described above, the control unit 102 may instruct the output device 110 to generate a display showing the data points 202, 204, 206, the junctions 208, and the segments 210 so that the pilot can more easily visualize the turbulence between sparse locations of the turbulence measurements. This provides more information to the pilot(s) and enables the pilot(s) to control the aircraft to avoid the turbulence and / or notify passengers on the aircraft, thereby increasing flight safety.
[0049]
[0052] At 316, method 300 may optionally include performing one or more responsive actions. These actions may include generating an alert to the pilot and / or passengers, automatically taking control of aircraft 104, etc.
[0050]
[0053] FIG. 4 is a perspective front view of an aircraft 104 according to one embodiment. The aircraft 104 includes a propulsion system 400 including, for example, engines 402. Optionally, the propulsion system 400 may include more engines 402 than shown. The engines 402 are supported by wings 404 of the aircraft 104. In other embodiments, the engines 402 may be supported by a fuselage 406 and / or a tail section 408. The tail section 408 may also support a horizontal stabilizer 410 and a vertical stabilizer 412. The fuselage 406 of the aircraft 104 defines an interior cabin 414, 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. The aircraft 104 may be sized, shaped, and configured differently than that shown in FIG. 4 . A pilot or other operator as described herein may be on board the aircraft, or may be off board the aircraft and monitor and / or control the aircraft remotely.
[0051]
[0054] Furthermore, the present disclosure includes embodiments according to the following clauses.
[0052]
[0055] Article 1. 1. A method comprising: obtaining turbulence data points representing at least locations and turbulence measurements obtained during one or more aircraft flights; identifying increases and decreases in the turbulence data points between the turbulence measurements; and visually presenting the turbulence data points and at least one connection between the turbulence data points, wherein the turbulence data points are displayed to visually represent the turbulence measurements and to show differences between the turbulence measurements, and the connection is displayed to visually represent turbulence between the locations of the turbulence measurements.
[0053]
[0056] Article 2. 2. The method of claim 1, wherein the one or more aircraft flights include a plurality of aircraft flights, and wherein the plurality of sets of turbulence data points are acquired with each of the sets associated with a different one of the aircraft flights.
[0054]
[0057] Article 3. The method of clause 1, wherein the at least one connection is visually presented to connect a first measurement from the turbulence measurements during a first aircraft flight of the one or more aircraft flights and a last measurement from the turbulence measurements during the first aircraft flight.
[0055]
[0058] Article 4. The method of clause 1, further comprising visually displaying one or more segments within the at least one connection, each of the one or more segments visually connecting a pair of the turbulence measurements within the at least one connection.
[0056]
[0059] Article 5. 5. The method of claim 4, wherein each of the one or more segments is visually presented to represent the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later.
[0057]
[0060] Article 6. 6. The method of claim 5, wherein each of the one or more segments is visually presented in the same color as the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later to visually indicate turbulence in the airspace between the locations of the turbulence measurements in the pair.
[0058]
[0061] Article 7. 10. The method of claim 1, wherein the at least one connection is presented in one or more colors to visually represent turbulence in the airspace between the turbulence data points.
[0059]
[0062] Article 8. 2. The method of claim 1, wherein the turbulence data points are visually presented as a sparse representation of the turbulence measurements, and the at least one connection is visually presented to represent turbulence in the airspace between the sparse representations.
[0060]
[0063] Article 9. 10. The method of claim 1, further comprising automatically altering the flight path of the aircraft to avoid turbulence between two or more of the turbulence data points.
[0061]
[0064] Article 10. 1. A turbulence detection and presentation system comprising: a control unit configured to acquire turbulence data points representing at least positions and turbulence measurements obtained during one or more aircraft flights; the control unit configured to identify increases and decreases in the turbulence data points between the turbulence measurements; and the control unit configured to direct an output device to present the turbulence data points and at least one connection between the turbulence data points, wherein the turbulence data points are displayed to visually represent the turbulence measurements and to indicate differences between the turbulence measurements, and the connection is displayed to visually represent turbulence between the positions of the turbulence measurements.
[0062]
[0065] Article 11. The turbulence detection and presentation system described in clause 10, wherein the one or more aircraft flights include a plurality of aircraft flights, and the control unit is configured to acquire the plurality of sets of turbulence data points, each set being associated with a different one of the aircraft flights.
[0063]
[0066] Article 12. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct the output device to visually present the at least one connection as connecting a first measurement from the turbulence measurements during a first aircraft flight of the one or more aircraft flights and a last measurement from the turbulence measurements during the first aircraft flight.
[0064]
[0067] Article 13. The turbulence detection and presentation system described in clause 10, wherein the control unit is configured to instruct the output device to visually display one or more segments within the at least one connection, each of the one or more segments visually connecting a pair of the turbulence measurement values within the at least one connection.
[0065]
[0068] Article 14. The turbulence detection and presentation system of clause 13, wherein the control unit is configured to instruct the output device to visually present each of the one or more segments to represent the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later.
[0066]
[0069] Article 15. The turbulence detection and presentation system of clause 14, wherein the control unit is configured to instruct the output device to visually present each of the one or more segments in the same color as the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later, to visually indicate turbulence in the airspace between the locations of the turbulence measurements in the pair.
[0067]
[0070] Article 16. The turbulence detection and presentation system of clause 10, wherein the control unit is configured to instruct the output device to visually present the at least one connection in one or more colors to visually represent turbulence in the airspace between the turbulence data points.
[0068]
[0071] Article 17. The turbulence detection and presentation system of clause 10, wherein the control unit is configured to instruct the output device to visually present the turbulence data points as a sparse representation of the turbulence measurements and to visually present the at least one connection as representing turbulence in the airspace between the sparse representations.
[0069]
[0072] Article 18. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct a flight control system to automatically alter the flight path of the aircraft to avoid turbulence between two or more of the turbulence data points.
[0070]
[0073] Article 19. 1. A method comprising: acquiring sparsely spaced data points, each data point representing a turbulence measurement, a location of the turbulence measurement, and a time at which the turbulence measurement was measured; identifying increases and decreases between the turbulence measurements in pairs of data points; identifying turbulence in an airspace between the locations of the turbulence measurements in each of the pairs of data points; and visually presenting connections between the data points in each of the pairs, the connections representing turbulence in the airspace between the locations of the turbulence measurements in each of the pairs of data points.
[0071]
[0074] Article 20. 20. The method of claim 19, further comprising automatically controlling flight of an aircraft based on the turbulence in the airspace between locations of the turbulence measurements in each of the pairs of data points.
[0072]
[0075] 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.
[0073]
[0076] 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.
[0074]
[0077] 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. Additionally, terms such as "first," "second," and "third" are used merely as labels and are not intended to impose numerical requirements on their objects. Furthermore, the following claim limitations 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.
[0075]
[0078] 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. acquiring turbulence data points (202, 204, 206) representing at least positions and turbulence measurements obtained during flight of one or more aircraft (104); Identifying increases and decreases between the turbulence measurements in the turbulence data points (202, 204, 206); and visually presenting the turbulence data points (202, 204, 206) and at least one connection between the turbulence data points (202, 204, 206); The turbulence data points (202, 204, 206) are displayed to visually represent the turbulence measurements and to show differences between the turbulence measurements, and the connections (208) are displayed to visually represent turbulence between the locations of the turbulence measurements.
2. 2. The method of claim 1, wherein the one or more aircraft flights include a plurality of aircraft flights, and wherein the plurality of sets of turbulence data points are acquired, each of the sets associated with a different one of the aircraft flights.
3. 2. The method (300) of claim 1, wherein the at least one connection is visually presented to connect a first measurement from the turbulence measurements during a first aircraft (104) flight of the one or more aircraft (104) flights and a last measurement from the turbulence measurements during the first aircraft (104) flight.
4. 2. The method of claim 1, further comprising visually displaying one or more segments within the at least one connection, each of the one or more segments visually connecting pairs of the turbulence measurements within the at least one connection.
5. 5. The method of claim 4, wherein each of the one or more segments is visually presented to represent the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later.
6. 6. The method (300) of claim 5, wherein each of the one or more segments (210) is visually presented in the same color as the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later to visually indicate turbulence in the airspace between the locations of the turbulence measurements in the pair.
7. 2. The method (300) of claim 1, wherein the at least one connection is presented in one or more colors to visually represent turbulence in the airspace between the turbulence data points (202, 204, 206).
8. 2. The method of claim 1, wherein the turbulence data points are visually presented as a sparse representation of the turbulence measurements, and the at least one connection is visually presented to represent turbulence in an airspace between the sparse representations.
9. 2. The method of claim 1, further comprising automatically altering a flight path of an aircraft to avoid turbulence between two or more of the turbulence data points.
10. a control unit (102) configured to acquire turbulence data points (202, 204, 206) representing at least positions and turbulence measurements obtained during flight of one or more aircraft (104), the control unit (102) configured to identify increases and decreases between the turbulence measurements in the turbulence data points (202, 204, 206), and the control unit (102) configured to instruct an output device (110) to present the turbulence data points (202, 204, 206) and at least one connection between the turbulence data points (202, 204, 206); The turbulence data points (202, 204, 206) are displayed to visually represent the turbulence measurements and to show differences between the turbulence measurements, and the connections (208) are displayed to visually represent turbulence between the locations of the turbulence measurements.
11. 11. The turbulence detection and presentation system of claim 10, wherein the one or more aircraft flights include a plurality of aircraft flights, and the control unit is configured to acquire the plurality of sets of turbulence data points, each set associated with a different one of the aircraft flights.
12. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct the output device to visually present the at least one connection connecting a first measurement from the turbulence measurements during a first aircraft flight of the one or more aircraft flights and a last measurement from the turbulence measurements during the first aircraft flight.
13. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct the output device to visually display one or more segments within the at least one connection, each of the one or more segments visually connecting a pair of the turbulence measurements within the at least one connection.
14. 14. The turbulence detection and presentation system (100) of claim 13, wherein the control unit (102) is configured to instruct the output device (110) to visually present each of the one or more segments (210) to represent the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later.
15. 15. The turbulence detection and presentation system (100) of claim 14, wherein the control unit (102) is configured to instruct the output device (110) to visually present each of the one or more segments (210) in the same color as the turbulence measurement in the pair measured earlier than the turbulence measurement in the pair measured later, to visually indicate turbulence in the airspace between the locations of the turbulence measurements in the pair.
16. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct the output device to visually present the at least one connection in one or more colors to visually represent turbulence in the airspace between the turbulence data points.
17. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct the output device to visually present the turbulence data points as a sparse representation of the turbulence measurements and to visually present the at least one connection as representing turbulence in an airspace between the sparse representations.
18. 11. The turbulence detection and presentation system of claim 10, wherein the control unit is configured to instruct a flight control system to automatically alter the flight path of the aircraft to avoid turbulence between two or more of the turbulence data points.
19. acquiring sparsely spaced data points (202, 204, 206), each data point (202, 204, 206) representing a turbulence measurement, a location of the turbulence measurement, and a time at which the turbulence measurement was taken; identifying increases or decreases between the turbulence measurements in the pairs of data points (202, 204, 206); identifying turbulence in the airspace between the locations of the turbulence measurements for each of the pairs of data points (202, 204, 206); and visually presenting the connections (208) between the data points (202, 204, 206) in each of the pairs; The method (300), wherein the connections (208) represent turbulence in the airspace between the locations of the turbulence measurements in each of the pairs of data points (202, 204, 206).
20. 20. The method (300) of claim 19, further comprising automatically controlling flight of an aircraft (104) based on the turbulence in the airspace between locations of the turbulence measurements in each of the pairs of data points (202, 204, 206).