System and method for creating a digital map

Abstract

To provide a system and method for generating a real-time digital map indicating geographic locations where a global positioning system of an aircraft is predicted to be compromised and / or malfunctioning.SOLUTION: A system and method continuously receive data in a first aircraft (402) from a second aircraft while the first aircraft (402) and the second aircraft are in motion. The data includes position information for at least some of the second aircraft. One or more anomalies in the data are identified that indicate one or more geographic locations (504) at which a global positioning system of the second aircraft has been compromised. A digital map (500) is automatically generated that indicates one or more geographic locations (504) associated with the one or more anomalies identified in the data.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] TECHNICAL FIELD

[0001] Embodiments of the present disclosure generally relate to systems and methods for creating real-time digital maps. [Background technology]

[0002]

[0002] At various times and in various places during an aircraft's flight, the aircraft's Global Positioning System (GPS) may not operate properly. For example, the GPS may interfere with other wireless communication systems and / or devices, and may be subject to jamming, spoofing, etc. If the GPS is not operating properly, the aircraft will lose GPS navigation, thereby forcing the pilot to operate the aircraft without GPS assistance.

[0003] Certain web-based platforms may be able to provide information associated with locations where GPS interference and / or jamming has occurred. However, for pilots to access this data, the aircraft may need to have an internet connection, and many aircraft are not currently equipped with such connectivity. Furthermore, there is a time lag before the web-based platform can identify or detect a GPS problem. For example, a particular geographic location may not have been identified as having an interference or jamming problem at the time the data was acquired, but a problem may have subsequently developed. Finally, the web-based platform may not have data associated with the area where the pilot is attempting to fly if only specific flight data is available on the web-based platform. Summary of the Invention

[0004] What is needed is a system and method for generating a real-time digital map showing geographic locations where an aircraft's global positioning system is predicted to be compromised and / or malfunction before the aircraft reaches the identified geographic location. The system and method may not be web-based, whereby the aircraft does not need to have an internet connection to identify the geographic locations where the GPS is predicted to malfunction. What is needed is a real-time alert system to enable aircraft pilots to prepare for locations where the aircraft's global positioning system may not be able to operate properly.

[0005] With this need in mind, certain embodiments of the present disclosure provide a method for continuously receiving data at a first aircraft from a second aircraft while the first and second aircraft are in motion. The data includes at least some location information for the second aircraft. One or more anomalies in the data are identified that indicate one or more geographic locations where a global positioning system of the second aircraft has been compromised. A digital map is automatically created that indicates one or more geographic locations associated with the one or more anomalies identified in the data.

[0006] In at least one embodiment, a notification may be communicated to an operator of the first aircraft in response to the digital map being created. As another example, data may be continuously received at the first aircraft via Automatic Dependent Surveillance-Broadcast (ADS-B) transmitted by the second aircraft. In at least one embodiment, the digital map may indicate one or more other geographic locations where no anomalies were identified.

[0007] In at least one embodiment, the method may include comparing the data to a baseline standard and identifying one or more anomalies in response to a difference between the data and the baseline standard being outside a determined threshold. In at least one embodiment, the method may include determining that the digital map should remain unchanged in response to a difference between the data and the baseline standard being within a determined threshold.

[0008] In at least one embodiment, the digital map may include at least a portion of a planned flight path of the first aircraft. Optionally, the method may include displaying, on the digital map, one or more locations on the planned flight path of the first aircraft where a global positioning system of the first aircraft is expected to malfunction. In at least one embodiment, the method may include altering at least a portion of the planned flight path of the first aircraft to avoid the one or more locations where the global positioning system of the first aircraft is expected to malfunction.

[0009] In at least one embodiment, second data may be continuously received from a third aircraft, and one or more second anomalies may be identified within the second data. The second anomalies may indicate one or more geographic locations where a global positioning system of the third aircraft is compromised. The digital map may be automatically updated in response to an indication of the one or more second anomalies by modifying at least a portion of the digital map to indicate one or more geographic locations associated with the one or more second anomalies identified within the second data. In at least one embodiment, the one or more geographic locations associated with the anomalies in the data from the second aircraft are different from the one or more geographic locations associated with the anomalies in the second data from the third aircraft.

[0010] Certain embodiments of the present disclosure provide a method that includes continuously receiving data at a first aircraft from a first group of multiple other aircraft while the first aircraft and the multiple other aircraft are traveling. The data may include position information for at least some of each of the multiple other aircraft in the first group. The data may be compared to a baseline standard, and one or more anomalies in the data may be identified in response to a difference between the data and the baseline standard being outside a determined threshold. The anomalies may indicate one or more geographic locations where a global positioning system of at least one of the multiple other aircraft in the first group is compromised. A digital map is automatically created that shows one or more geographic locations associated with the one or more anomalies identified in the data. The geographic locations may indicate one or more locations in the first aircraft's planned flight path where the first aircraft's global positioning system is expected to malfunction.

[0011] Certain embodiments of the present disclosure provide a non-transitory computer-readable storage medium including executable instructions that, when executed, cause one or more control units, including one or more processors, to perform operations. The operations include continuously receiving data at the first aircraft from the second aircraft while the first aircraft and the second aircraft are in motion. The data includes at least some position information of the second aircraft. One or more anomalies are identified in the data indicating one or more geographic locations where a global positioning system of the second aircraft has been compromised. A digital map is automatically generated indicating one or more geographic locations associated with the one or more anomalies identified in the data. [Brief explanation of the drawings]

[0012] [Figure 1]

[0012] A front perspective view of an aircraft is shown according to one embodiment of the present disclosure. [Figure 2]

[0013] 1 illustrates a schematic of an aircraft control unit according to one embodiment of the present disclosure. [Figure 3]

[0014] 1 shows a flowchart of a method according to one embodiment of the present disclosure. [Figure 4]

[0015] 1 illustrates a map of a flight path of a first aircraft, according to one embodiment of the present disclosure. [Figure 5]

[0016] 1 illustrates a digital map according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0013]

[0017] 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 does not necessarily exclude 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).

[0014]

[0018] Embodiments of the subject matter described herein may provide systems and methods for automatically identifying geographic locations where an aircraft's Global Positioning System (GPS) is expected to be compromised. The geographic locations may be identified by using real-time data signals transmitted by other aircraft. In one example, the signals may be transmitted as Automatic Dependent Surveillance-Broadcast (ADS-B). The signals transmitted by other aircraft may include one or more anomalies and / or inconsistencies that may indicate a geographic location where the transmitting aircraft also has a compromised global positioning system.

[0015]

[0019] By identifying locations where GPS may be compromised and / or malfunction in real time, the pilot of the aircraft can prepare accordingly before reaching a location where GPS is predicted to be compromised. For example, the pilot may decide to alter a portion of the flight path to avoid one or more of the compromised geographic locations. As another example, the pilot may only just become aware of a risk that GPS may be compromised at a planned location, and the GPS may continue to be compromised and / or malfunction over the predicted distance of travel. For example, a digital map may provide an alert or warning to the pilot before reaching a location where the aircraft's GPS will malfunction.

[0016]

[0020] FIG. 1 illustrates a perspective front view of an aircraft 100 according to one embodiment of the present disclosure. The aircraft 100 includes a propulsion system 112 including, for example, engines 114. Optionally, the propulsion system 112 may include more engines 114 than shown. The engines 114 are supported by wings 116 of the aircraft 100. In other embodiments, the engines 114 may be supported by a fuselage 118 and / or a tail section 120. The tail section 120 may also support a horizontal stabilizer 122 and a vertical stabilizer 124. The fuselage 118 of the aircraft 100 defines an interior cabin, which may include a flight deck or cockpit, one or more work areas (e.g., a galley, a crew baggage area, etc.), one or more passenger areas (e.g., first class, business class, and economy class), one or more restrooms, etc. FIG. 1 illustrates an example of an aircraft 100. It should be understood that aircraft 100 may be sized, shaped, and configured differently than that shown in FIG.

[0017]

[0021] Optionally, embodiments of the present disclosure may be used with various other types of vehicles, such as drones, automobiles, trains, ships, spacecraft, etc., that rely on a global positioning system to navigate along a route and / or communicate with one or more other vehicles.

[0018]

[0022] Figure 2 illustrates a schematic of a control unit 200 for aircraft 100, according to one embodiment of the present disclosure. The control unit 200 illustrated in Figure 2 is merely exemplary and non-limiting.

[0019]

[0023] The control unit 200 includes one or more processors 202, which may include and / or represent one or more electronic circuits including and / or connected to one or more logic-based devices, such as a microprocessor, processor, controller, etc. Optionally, the processor 202 may represent processing circuitry such as one or more of 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 may include aspects of the embodiments disclosed herein, whether or not explicitly identified in a flowchart or method.

[0020]

[0024] 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 200 may be or include one or more processors configured to control operations as described herein.

[0021]

[0025] Control unit 200 and / or aircraft 100 include one or more sensors 204 that may be operatively and / or communicatively coupled to processor 202. Sensors 204 may sense or otherwise detect information. In one or more embodiments, sensors may be and / or include cameras (e.g., cameras that capture still and / or video images), microphones, motion sensors, heat sensors, vibration sensors, pressure sensors, etc. In at least one embodiment, one or more of sensors 204 may include and / or represent a global positioning system sensor, a radar sensor, etc.

[0022]

[0026] Control unit 200 of aircraft 100 may communicate with one or more other aircraft, air traffic controllers, aircraft maintenance stations, etc. via communication system 206. Communication system 206 may include and / or represent one or more antennas, transceivers, radios, etc. that enable wired and / or wireless communication, such as between systems of control unit 200, between control unit 200 and one or more other aircraft, etc. In at least one embodiment, control unit 200 may receive a flight plan for aircraft 100, such as before aircraft 100 embarks on a trip. In another embodiment, the control unit may communicate with an air traffic controller before, during, and / or after a trip. For example, the air traffic controller may communicate instructions on how the pilot should control the operation of the aircraft, communicate a flight path to the pilot, communicate changes to the flight path, etc., such as while the aircraft is in flight.

[0023]

[0027] In at least one embodiment, communication system 206 may include transmit / receive antenna(s) and / or device(s) that may transmit / receive one or more signals, such as between aircraft 100 and one or more other aircraft, while the aircraft is in flight. As one example, communication system 206 may include one or more devices that may receive real-time Automatic Dependent Surveillance-Broadcast (ADS-B) signals, such as from another aircraft. The ADS-B signals may be transmitted continuously or substantially continuously by another aircraft and received continuously or substantially continuously by aircraft 100 while aircraft 100 is in flight. In one or more embodiments, the ADS-B signals may be received at predetermined time intervals (e.g., approximately every 10 minutes, approximately every 5 minutes, approximately every 1 minute, approximately every 30 seconds, approximately every 1 second, approximately every 100 milliseconds, approximately every 1 millisecond, etc.).

[0024]

[0028] In at least one embodiment, ADS-B signals may be continuously received from other aircraft within a determined range and / or distance from aircraft 100. For example, aircraft 100 may continuously receive ADS-B signals from other aircraft within a determined range or distance of aircraft 100 until the distance between aircraft 100 and the other aircraft(s) exceeds the determined range or distance. As another example, ADS-B signals may be continuously received from other aircraft of the same make, class, make, model, etc. as aircraft 100. As another example, ADS-B signals may be continuously received from other aircraft based on the flight path of aircraft 100. For example, aircraft 100 may receive ADS-B signals from other aircraft that are moving or have moved along a flight path that intersects the flight path of aircraft 100.

[0025]

[0029] Control unit 200 includes a display 210 and one or more input / output devices 212 (denoted in FIG. 2 as "I / O devices"). In at least one embodiment, display 210 is an electronic device configured to electronically display images, videos, text, etc. Display 210 may be a monitor, screen, television, touchscreen, etc. I / O device(s) 212 may include a keyboard, mouse, stylus, touchscreen interface (e.g., i.e., I / O device(s) 212 may be integrated with display 210), etc. Display 210 is configured to display visual graphics, videos, text, etc.

[0026]

[0030] Memory 214 may be in communication with processor 202 of control unit 200. Memory 214 stores instructions, received data, generated data, etc. In one embodiment, control unit 200 may access and / or retrieve data associated with aircraft 100 from memory. In at least one embodiment, control unit 200 may be configured to execute sets of instructions stored in memory 214 or one or more other data storage units or elements to process the data. Memory 214 may also store data or other information as desired or needed. Memory may take the form of an information source or a physical memory element within a processing machine.

[0027]

[0031] In one embodiment, the set of instructions may include various commands that instruct the control unit 200 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.

[0028]

[0032] 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.

[0029]

[0033] Figure 3 shows a flowchart 300 of a method according to one embodiment of the present disclosure. At 302, data is continuously received at a first aircraft from one or more other aircraft, such as a second aircraft. Figure 4 shows a map 400 of a first flight path 412 of a first aircraft 402 according to one embodiment of the present disclosure. The map 400 shown in Figure 4 is exemplary and non-limiting.

[0030]

[0034] In at least one embodiment, map 400 may be displayed to a pilot of first aircraft 402, such as via display 210. In the illustrated embodiment, first aircraft 402 is expected to travel along a first flight path 412. Also shown on map 400 are a second aircraft 404, a third aircraft 406, and a fourth aircraft 408. Second aircraft 404 is traveling along a second flight path 414. Third aircraft 406 is traveling along a third flight path 416. Fourth aircraft 408 is traveling along a fourth flight path 418. The first flight path 412 of the first aircraft 402 is predicted to intersect with the second flight path 414 of the second aircraft 404 at a first intersection 420, with the third flight path 416 of the third aircraft 406 at a second intersection 422, and with the fourth flight path 418 of the fourth aircraft 408 at a third intersection 424.

[0031]

[0035] In at least one embodiment, first aircraft 402 may continuously receive data from second, third, and fourth aircraft based on first flight path 412 being expected to intersect with second, third, and fourth flight paths 414, 416, and 418, respectively. As another example, first aircraft 402 may continuously receive data from one or more of the second, third, or fourth aircraft based on the first, second, third, and fourth aircraft being within a threshold distance or range of one another. According to the illustrated embodiment of FIG. 4 , first aircraft 402 may receive data from the second, third, and fourth aircraft, respectively. In one or more embodiments, first aircraft 402 may continuously receive data from any number of other aircraft, such as hundreds of aircraft, thousands of aircraft, or hundreds of thousands of aircraft.

[0032]

[0036] Data may be continuously or substantially continuously received by the first aircraft as ADS-B signals communicated by the second, third, and fourth aircraft 414, 416, 418. In at least one embodiment, the data received as ADS-B signals may include at least some position information for each of the aircraft from which the data is received. The data received by the first aircraft 402 may be examined, compared, manipulated, etc., such as by the control unit 200 of the first aircraft 402. Referring back to FIG. 3 , at 304, a determination is made whether there are any identified anomalies, inconsistencies, problems, etc., in the data. The control unit 200 may examine the data received from the other aircraft and determine whether any anomalies exist in the data. As one example, the control unit 200 may identify anomalies in the data based on a comparison between the data and a baseline standard, which may be stored in memory 214. For example, the control unit 200 may compare the received data with a baseline standard and determine that an anomaly exists in the data based on the difference between the data and the baseline standard being outside a determined threshold. Alternatively, if the difference between the data and the baseline standard is not outside the determined threshold, the control unit 200 may determine that no anomaly exists in the data (or that an anomaly exists that does not exceed the determined threshold).

[0033]

[0037] As another example, control unit 200 may examine received data and determine that an anomaly exists in the data based on a difference between a first data point and a second data point received from another aircraft exceeding a threshold. For example, data associated with an ADS-B signal at a first time increment may differ from data associated with an ADS-B signal received at a second or other time increment subsequent to the first time increment by a determined threshold, thereby indicating an anomaly. Alternatively, if the difference between the data at the first time increment and the data at the second time increment is not outside the determined threshold, control unit 200 may determine that no anomaly exists in the data (or that an anomaly exists in the data that does not exceed the determined threshold).

[0034]

[0038] If no anomalies are identified in the data, the method flow returns to 302 and the method may continue until the first aircraft 402 lands, reaches the target geographic location, etc. Alternatively, if one or more anomalies are identified, the method flow proceeds to 306.

[0035]

[0039] At 306, a geographic location associated with the anomaly is identified and / or determined. For example, continuously received ADS-B signals include at least some location information associated with the aircraft(s) that transmitted the ADS-B signals. Control unit 200 may examine or otherwise manipulate the data to identify the geographic location(s) of the transmitting aircraft(s) at the time the transmitting aircraft(s) transmitted the ADS-B signals containing the anomaly.

[0036]

[0040] In at least one embodiment, the anomaly identified by control unit 200 may indicate one or more geographic locations where the Global Positioning System (GPS) of the aircraft transmitting the ADS-B signals is compromised, malfunctioning, or functioning below or below a threshold standard. In one embodiment, the GPS of the transmitting aircraft may be or may have been compromised (e.g., at the geographic location associated with the anomaly) in response to interference between the GPS and other wireless transceiver devices, jamming, spoofing, etc. of the GPS of the transmitting aircraft.

[0037]

[0041] At 308, the control unit 200 may automatically generate a digital map showing geographic locations associated with the identified one or more anomalies. For example, FIG. 5 illustrates a digital map 500 according to one embodiment of the present disclosure. The control unit 200 may automatically generate the digital map 500 to display to the pilot of the first aircraft 402 one or more geographic locations where anomalies were detected in data from other aircraft and / or geographic locations where no anomalies were detected (i.e., anomalies were detected that were below or did not exceed a specified threshold). For example, the digital map 500 shows the first aircraft 402 and the planned or approaching first flight path 412 along which the first aircraft 402 is expected to travel. The digital map 500 may also include first, second, and third intersections 420, 422, 424. The first flight path 412 is projected to intersect with the second flight path of the second aircraft shown in FIG. 4, with the third flight path of the third aircraft, and with the fourth flight path of the fourth aircraft.

[0038]

[0042] In the illustrated embodiment, digital map 500 includes clear areas 502A-E, which indicate locations where no anomalies were detected in the data received from second, third, and / or fourth aircraft 404, 406, 408, respectively. Digital map 500 also includes breach areas 504A-D, which indicate locations where anomalies were detected in the data received from second, third, and / or fourth aircraft 404, 406, 408, respectively.

[0039]

[0043] For example, ADS-B signals transmitted by a second aircraft 404 traveling along a second flight path 414 may indicate a first clear area 502A, a second clear area 502B, and a first infringement area 504A, where the first infringement area 504A is within the first intersection 420. ADS-B signals transmitted by a third aircraft 406 traveling along a third flight path 416 may indicate a third clear area 502C and a second infringement area 504B, where both the third clear area 502C and the second infringement area 504B are within the second intersection 422. An ADS-B signal transmitted by a fourth aircraft 408 traveling along a fourth flight path 418 may indicate a fourth clear area 502D and a third infringement area 504C within the third intersection 424, and a fifth clear area 502E and a fourth infringement area 504D outside the third intersection 424.

[0040]

[0044] In at least one embodiment, signals continuously emitted by the second, third, and / or fourth aircraft and continuously received by the first aircraft 402 may provide a real-time indication of locations where a global positioning system may not operate properly and locations where a global positioning system may be expected to operate properly. For example, the infringement areas 504A-D may indicate to the pilot of the first aircraft 402 locations where the first aircraft's global positioning system is malfunctioning, jamming, spoofing, or otherwise unable to operate properly.

[0041]

[0045] In one or more embodiments, a notification may be communicated to the pilot of first aircraft 402 in response to control unit creating digital map 500. For example, the notification may be an audio and / or visual notification that may be communicated via display 210 and / or another I / O device 212. In at least one embodiment, a notification may be communicated each time a digital map is created and / or each time a digital map is updated, changed, revised, etc. For example, control unit 200 may automatically and continuously monitor ADS-B signals received from other aircraft and automatically and continuously determine whether digital map 500 should be updated or remain unchanged based on the continuous receipt and examination of the data signals.

[0042]

[0046] In at least one embodiment, control unit 200 may identify an anomaly in data received from second aircraft 404 associated with a first geographic location. Control unit 200 may also identify an anomaly in data received from third aircraft 406 associated with the same first geographic location where the anomaly in the data of second aircraft 404 was located. In one or more embodiments, the data of second aircraft 404 may not include an anomaly at the first geographic location, but the data of third aircraft 406 may include an anomaly at the first geographic location. Control unit 200 may identify an inconsistency between the data of second aircraft 404 and the data of third aircraft 406. In at least one embodiment, control unit 200 may identify the first geographic location as an infringement area in response to at least one anomaly being identified between two different aircraft.

[0043]

[0047] In one or more embodiments, the second, third, and fourth aircraft 404, 406, 408 may be included in and / or associated with a first group of aircraft, from which the first aircraft 402 continuously receives ADS-B signals including position data. In at least one embodiment, the first aircraft 402 may receive ADS-B signals from another group of aircraft as the first aircraft 402 moves closer to a second group of aircraft, moves away from the first group of aircraft, etc. In at least one embodiment,

[0044]

[0048] 3 , at 310, a determination is made whether a portion of the first flight path 412 of the first aircraft 402 should be altered, such as based on the geographic location of the infringement area 504 relative to the first flight path 412. As one example, the control unit 200 may make the determination whether the portion of the first flight path should be altered. As another example, the pilot of the first aircraft 402 may manually make the determination to alter the portion of the flight path. As another example, an air traffic controller operator may receive a digital map and make the determination to alter the portion of the first flight path based on the location of the infringement area 504.

[0045]

[0049] If it is determined that no portion of the first flight path needs to be changed, the flow of the method may return to 302 and the control unit 200 may continue to receive data for the entire flight of the first aircraft 402, such as until the first aircraft 402 reaches the determined geographic location, until the first aircraft 402 lands, etc.

[0046]

[0050] Alternatively, if a portion of the first flight path needs to be changed, the method flow proceeds to 312. At 312, one or more portions of the first flight path 412 may be changed. The one or more portions of the first flight path 412 that may be changed may be based on the portion(s) of the flight path in which the first aircraft 402 is expected to travel through one or more of the infringement areas 504A-D. In one exemplary embodiment shown in FIG. 5 , the first flight path 412 is changed to a revised flight path 512. The first aircraft 402 is expected to avoid the first, second, and third infringement areas 504A-C while traveling along the revised flight path 512.

[0047]

[0051] The diagrams of the examples herein may depict one or more control or processing units, such as control unit 200. 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, control system 100 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 include aspects of the embodiments disclosed herein.

[0048]

[0052] 1-5 , 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, the control unit 200 can receive and / or analyze various aspects of maps, charts, aerial images, geographic regions, and the like. The control unit 200 may receive and analyze hundreds, thousands, or even more sets of data over a period of days, weeks, months, or years. Thus, a large amount of data that may be indistinguishable to a human being is tracked and analyzed. As described herein, the vast amount of data is efficiently organized and / or analyzed by the control unit 200. The control unit 200 analyzes the data in a relatively short time to quickly and efficiently identify the geographic location of a breach area and / or the geographic location of a cleared area to create a digital map. A human would not be able to efficiently analyze such a vast amount of data in such a short time. Therefore, embodiments of the present disclosure provide improved efficiency and performance that vastly outperforms a human being in reviewing and / or analyzing such a vast amount of data.

[0049]

[0053] In at least one embodiment, all or a portion of the systems and methods described herein may be or otherwise include an artificial intelligence (AI) or machine learning system capable of automatically performing the operations of the methods also described herein. For example, the control unit 200 may be an artificial intelligence or machine learning system. These types of systems may be trained externally from information and / or may be self-trained to iteratively improve the accuracy with which data is analyzed. Over time, these systems improve by identifying such information with increasing accuracy and speed, thereby significantly reducing the likelihood of any potential errors. For example, an AI or machine learning system may learn and identify characteristics of data to improve the efficiency of analyzing and / or identifying anomalies within the data to create and / or update a digital map. 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 system may be trained and retrained using feedback from one or more prior analyses of the data, ensemble data, and / or other such data. Based on this feedback, the system may be trained by adjusting one or more parameters, weights, rules, criteria, etc. used in the same analysis. This process may be performed using the data or ensemble data instead of the training data and may be repeated multiple times to iteratively improve the identification of actual intersection locations. Training minimizes conflicts and interference by implementing an iterative training algorithm, in which the system is retrained using an updated set of data (e.g., data received before, during, and / or after each digital map update, release, etc.) based on feedback examined prior to the most recent training of the system. This provides a robust analytical model that can better identify situational information in a cost-effective and cost-efficient manner.

[0050]

[0054] In at least one embodiment, control unit 200 automatically performs steps 302-312 of flowchart 300 without human intervention. For example, control unit 200 automatically receives data from other aircraft, examines it, identifies anomalies in the data, and creates, pushes, or communicates a digital map to an operator, to memory 214, or to a remote location (e.g., another control system, an air traffic controller, another aircraft, etc.).

[0051]

[0055] Furthermore, the present disclosure includes embodiments according to the following clauses.

[0052]

[0056] Article 1.

[0057] continuously receiving data at the first aircraft from the second aircraft while the first and second aircraft are in motion, the data including at least some position information of the second aircraft;

[0058] identifying one or more anomalies in the data that indicate one or more geographic locations where a global positioning system of the second aircraft has been compromised; and

[0059] automatically generating a digital map showing the one or more geographic locations associated with the one or more anomalies identified in the data.

[0053]

[0060] Article 2. The method of claim 1 , further comprising: communicating a notification to an operator of the first aircraft in response to automatically creating the digital map.

[0054]

[0061] Article 3. 3. The method of claim 1 or 2, further comprising continuously receiving the data at the first aircraft via an automatic dependent surveillance broadcast transmitted by the second aircraft.

[0055]

[0062] Article 4. 4. The method of any one of clauses 1 to 3, wherein the digital map indicates one or more other geographic locations where no anomalies were identified in the data.

[0056]

[0063] Article 5.

[0064] comparing said data to a baseline standard; and

[0065] 5. The method of any one of clauses 1 to 4, further comprising identifying the one or more abnormalities in response to a difference between the data and the baseline standard being outside a determined threshold.

[0057]

[0066] Article 6. 6. The method of clause 5, further comprising determining that the digital map should remain unchanged in response to the difference between the data and the baseline standard being within the determined threshold.

[0058]

[0067] Article 7. 7. The method of any one of clauses 1 to 6, wherein the digital map is configured to include at least a portion of a planned flight path of the first aircraft.

[0059]

[0068] Article 8. 8. The method of clause 7, further comprising displaying on the digital map one or more locations on the planned flight path of the first aircraft where a global positioning system of the first aircraft is expected to malfunction.

[0060]

[0069] Article 9. 9. The method of claim 8, further comprising altering at least a portion of the planned flight path of the first aircraft to avoid the one or more locations where the global positioning system of the first aircraft is expected to malfunction.

[0061]

[0070] Article 10.

[0071] continuously receiving second data from a third aircraft;

[0072] identifying one or more second anomalies within the second data, the one or more second anomalies indicating one or more geographic locations where a global positioning system of the third aircraft is compromised; and

[0073] 10. The method of any one of clauses 1 to 9, further comprising automatically updating the digital map to indicate the one or more geographic locations associated with the one or more second anomalies identified in the second data by modifying at least a portion of the digital map in response to the identification of the one or more second anomalies.

[0062]

[0074] Article 11. 11. The method of claim 10, wherein the one or more geographic locations associated with the one or more anomalies in the data from the second aircraft are different from the one or more geographic locations associated with the one or more second anomalies in the second data from the third aircraft.

[0063]

[0075] Article 12.

[0076] continuously receiving data at the first aircraft from a first group of the other plurality of aircraft while the first aircraft and the other plurality of aircraft are moving, the data including position information of at least some of each of the other plurality of aircraft in the first group;

[0077] comparing the data to a baseline standard and identifying one or more anomalies in the data in response to a difference between the data and the baseline standard being outside a determined threshold, the one or more anomalies indicating one or more geographic locations where a global positioning system of at least one of the other plurality of aircraft in the first group has been compromised; and

[0078] automatically generating a digital map indicating the one or more geographic locations associated with the one or more anomalies identified in the data, the one or more geographic locations indicating one or more positions on a planned flight path of the first aircraft where a global positioning system of the first aircraft is expected to malfunction.

[0064]

[0079] Article 13. 13. The method of clause 12, further comprising continuously receiving the data at the first aircraft via automatic dependent surveillance broadcasts transmitted by each of the other plurality of aircraft in the first group.

[0065]

[0080] Article 14. 14. The method of claim 12 or 13, wherein the digital map indicates one or more other geographic locations where no anomalies were identified in the data.

[0066]

[0081] Article 15. 15. The method of any one of clauses 12 to 14, further comprising communicating a notification to an operator of the first aircraft in response to automatically creating the digital map.

[0067]

[0082] Article 16. 16. The method of any one of clauses 12 to 15, further comprising altering at least a portion of the planned flight path of the first aircraft to avoid the one or more locations where the global positioning system of the first aircraft is expected to malfunction.

[0068]

[0083] Article 17.

[0084] continuously receiving second data from a second group of the plurality of aircraft;

[0085] identifying one or more second anomalies within the second data, the one or more second anomalies indicating one or more geographic locations where a global positioning system of at least one of the plurality of other aircraft in the second group has been compromised; and

[0086] 16. The method of any one of clauses 12 to 15, further comprising automatically updating the digital map to indicate the one or more geographic locations associated with the one or more second anomalies identified in the second data by modifying at least a portion of the digital map in response to the identification of the one or more second anomalies.

[0069]

[0087] Article 18. 18. The method of clause 17, wherein the one or more geographic locations associated with the one or more anomalies in the data from a first group of the plurality of aircraft are different from the one or more geographic locations associated with the one or more second anomalies in the second data from a second group of the plurality of aircraft.

[0070]

[0088] Article 19. A non-transitory computer-readable storage medium containing executable instructions that, upon execution, cause one or more control units comprising one or more processors to perform operations, including:

[0089] continuously receiving data at the first aircraft from the second aircraft while the first and second aircraft are in motion, the data including at least some position information of the second aircraft;

[0090] identifying one or more anomalies in the data that indicate one or more geographic locations where a global positioning system of the second aircraft has been compromised; and

[0091] automatically generating a digital map showing the one or more geographic locations associated with the one or more anomalies identified in the data.

[0071]

[0092] Article 20.

[0093] continuously receiving second data from a third aircraft;

[0094] identifying one or more second anomalies within the second data, the one or more second anomalies indicating one or more geographic locations where a global positioning system of the third aircraft is compromised; and

[0095] 20. The non-transitory computer-readable storage medium of clause 19, further configured to perform the operations including automatically updating the digital map to indicate the one or more geographic locations associated with the one or more second anomalies identified in the second data by modifying at least a portion of the digital map in response to the identification of the one or more second anomalies.

[0072]

[0096] As described herein, embodiments of the present disclosure provide systems and methods for automatically identifying geographic locations where the Global Positioning System is expected to be compromised using real-time data signals transmitted by other aircraft. By identifying locations in real-time where the GPS may be compromised and / or malfunctioning, aircraft operators can alter portions of their flight path to avoid one or more of the compromised geographic locations, or understand that the GPS may be compromised at a planned location for an expected distance traveled, and prepare accordingly.

[0073]

[0097] 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.

[0074]

[0098] 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.

[0075]

[0099] 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.

[0076]

[0100] 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. continuously receiving data at the first aircraft (402) from the second aircraft (404) while the first aircraft (402) and the second aircraft (404) are in motion, the data including at least some position information of the second aircraft (404); identifying one or more anomalies in the data that indicate one or more geographic locations (504) where the global positioning system of the second aircraft has been compromised; and A method (300) comprising automatically creating a digital map (500) showing the one or more geographic locations (504) associated with the one or more anomalies identified in the data.

2. 10. The method of claim 1, further comprising: communicating a notification to an operator of the first aircraft in response to automatically creating the digital map.

3. 10. The method of claim 1, further comprising continuously receiving the data at the first aircraft via an automatic dependent surveillance broadcast transmitted by the second aircraft.

4. 10. The method of claim 1, wherein the digital map indicates one or more other geographic locations where no anomalies were identified in the data.

5. comparing said data to a baseline standard; and 10. The method of claim 1, further comprising identifying the one or more anomalies in response to a difference between the data and the baseline standard being outside a determined threshold.

6. 6. The method (300) of claim 5, further comprising: determining that the digital map (500) should remain unchanged in response to the difference between the data and the baseline standard being within the determined threshold.

7. 2. The method of claim 1, wherein the digital map is configured to include at least a portion of a planned flight path of the first aircraft.

8. 8. The method (300) of claim 7, further comprising displaying on the digital map (500) one or more locations (504A, 504B, 504C) on the planned flight path (412) of the first aircraft (402) where a global positioning system (204) of the first aircraft (402) is expected to malfunction.

9. 10. The method of claim 8, further comprising: modifying at least a portion of the planned flight path of the first aircraft to avoid the one or more locations where the global positioning system of the first aircraft is expected to malfunction.

10. continuously receiving second data from a third aircraft (406); identifying one or more second anomalies within the second data, the one or more second anomalies indicating one or more geographic locations (504B) where a global positioning system of the third aircraft (406) is compromised; and 10. The method of claim 1, further comprising automatically updating the digital map to indicate the one or more geographic locations associated with the one or more second anomalies identified in the second data by modifying at least a portion of the digital map in response to the identification of the one or more second anomalies.

11. 11. The method of claim 10, wherein the one or more geographic locations associated with the one or more anomalies in the data from the second aircraft are different from the one or more geographic locations associated with the one or more second anomalies in the second data from the third aircraft.

12. continuously receiving data at the first aircraft (402) from a first group of the other plurality of aircraft (404, 406, 408) while the first aircraft (402) and the other plurality of aircraft (404, 406, 408) are moving, the data including position information for at least some of each of the other plurality of aircraft (404, 406, 408) in the first group; comparing the data to a baseline standard and identifying one or more anomalies in the data in response to a difference between the data and the baseline standard being outside a determined threshold, the one or more anomalies indicating one or more geographic locations (504A-D) where a global positioning system of at least one of the other plurality of aircraft (404, 406, 408) in the first group has been compromised; and a method (300) including automatically generating a digital map (500) illustrating the one or more geographic locations (504A-D) associated with the one or more anomalies identified in the data, the one or more geographic locations (504A-D) indicating one or more positions on a planned flight path (412) of the first aircraft (402) where a global positioning system (204) of the first aircraft (402) is expected to malfunction.

13. 13. The method (300) of claim 12, further comprising continuously receiving the data at the first aircraft (402) via automatic dependent surveillance broadcasts transmitted by each of the other plurality of aircraft (404, 406, 408) in the first group.

14. The method (300) of claim 12, wherein the digital map (500) indicates one or more other geographic locations (502A-E) where no anomalies were identified in the data.

15. 13. The method of claim 12, further comprising communicating a notification to an operator of the first aircraft in response to automatically creating the digital map.

16. 13. The method of claim 12, further comprising altering at least a portion of the planned flight path of the first aircraft to avoid the one or more locations where the global positioning system of the first aircraft is expected to malfunction.

17. continuously receiving second data from a second group of the plurality of aircraft; identifying one or more second anomalies within the second data, the one or more second anomalies indicating one or more geographic locations where a global positioning system of at least one other of the plurality of aircraft in the second group has been compromised; and 13. The method (300) of claim 12, further comprising automatically updating the digital map (500) to indicate the one or more geographic locations associated with the one or more second anomalies identified in the second data by modifying at least a portion of the digital map (500) in response to the identification of the one or more second anomalies.

18. 20. The method (300) of claim 17, wherein the one or more geographic locations associated with the one or more anomalies in the data from a first group of the plurality of aircraft are different from the one or more geographic locations associated with the one or more second anomalies in the second data from a second group of the plurality of aircraft.

19. A non-transitory computer-readable storage medium containing executable instructions that, upon execution, cause one or more control units comprising one or more processors to perform operations, the operations including: continuously receiving data at the first aircraft (402) from the second aircraft (404) while the first aircraft (402) and the second aircraft (404) are in motion, the data including at least some position information of the second aircraft (404); identifying one or more anomalies in the data that indicate one or more geographic locations where the global positioning system of the second aircraft is compromised; and and automatically generating a digital map (500) showing the one or more geographic locations (504A) associated with the one or more anomalies identified in the data.

20. continuously receiving second data from a third aircraft (406); identifying one or more second anomalies within the second data, the one or more second anomalies indicating one or more geographic locations (504B) where a global positioning system of the third aircraft (406) is compromised; and 20. The non-transitory computer-readable storage medium of claim 19, further configured to perform the operations including automatically updating the digital map (500) to indicate the one or more geographic locations (504B) associated with the one or more second anomalies identified in the second data by modifying at least a portion of the digital map (500) in response to the identification of the one or more second anomalies.

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