System and method for optimizing an aircraft trajectory

• US 10,170,008 B2
• Filed: 08/07/2017
• Issued: 01/01/2019
• Est. Priority Date: 07/13/2015
• Status: Active Grant

• Current Assignee: Double Black Aviation Technology LLC
• Original Assignee: Double Black Aviation Technology LLC
• Inventors: Shay, Richard
• Primary Examiner(s): Smith, Jelani A
• Assistant Examiner(s): Williams, Kelly D
• Application Number:
  US15/670,152
• Publication Number:
  US 20170365178A1
• Time in Patent Office: 512 Days
• CPC Class Codes: G01C 21/20 Instruments for performing navigational calculations G01C21/24, G01C21/26 take precedence
• CPC Class Codes: G01W 1/00 Meteorology
• CPC Class Codes: G05D 1/0005 with arrangements to save energy
• CPC Class Codes: G05D 1/0202 specially adapted to aircraft
• CPC Class Codes: G05D 1/0676 specially adapted for landing
• CPC Class Codes: G05D 1/46 Control of position or course in three dimensions
• CPC Class Codes: G05D 1/644 Optimisation of travel parameters, e.g. of energy consumption, journey time or distance
• CPC Class Codes: G05D 1/654 Landing docking at a base station G05D1/661
• CPC Class Codes: G08G 5/0008 with other aircraft
• CPC Class Codes: G08G 5/0013 with a ground station
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/0026 located on the ground
• CPC Class Codes: G08G 5/0034 Assembly of a flight plan
• CPC Class Codes: G08G 5/0039 Modification of a flight plan
• CPC Class Codes: G08G 5/0043 Traffic management of multiple aircrafts from the ground G08G5/003 takes precedence; data processing specially designed for resource management, e.g. scheduling or allocating time, human or machine resources G06Q10/06
• CPC Class Codes: G08G 5/0052 for cruising combined instruments indicating more than one navigational value G01C23/00
• CPC Class Codes: G08G 5/0078 for monitoring traffic from the aircraft radar or analogous systems specially adapted for traffic control G01S13/91
• CPC Class Codes: G08G 5/0082 for monitoring traffic from a ground station radar or analogous systems specially adapted for traffic control G01S13/91
• CPC Class Codes: G08G 5/0091 for monitoring atmospheric conditions radar or analogous systems specially adapted for meteorological use G01S13/95; meteorology G01W
• CPC Class Codes: G08G 5/02 Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data landing aids fitted in or to aircraft B64D45/04; visual or acoustic landing aids B64F1/18
• CPC Class Codes: G08G 5/025 : Navigation or guidance aids radar or analogous systems specially adapted for landing purposes G01S13/913
• CPC Class Codes: G08G 5/04 : Anti-collision systems
• CPC Class Codes: G08G 5/045 : Navigation or guidance aids, e.g. determination of anti-collision manoeuvers radar or analogous systems specially adapted for anti-collision between aircraft G01S13/933

Abstract

Systems and methods of the present invention are provided to generate a plurality of flight trajectories that do not conflict with other aircraft in a local area. Interventions by an air traffic control system help prevent collisions between aircraft, but these interventions can also cause an aircraft to substantially deviate from the pilot'"'"'s intended flight trajectory, which burns fuels, wastes time, etc. Systems and methods of the present invention can assign a standard avoidance interval to other aircraft in the area such that a pilot'"'"'s aircraft does not receive an intervention by an air traffic control system. Systems and methods of the present invention also generate a plurality of conflict-free flight trajectories such that a pilot or an automated system may select the most desirable flight trajectory for fuel efficiency, speed, and other operational considerations, etc.

Claims

1. A method for automatically determining a plurality of self-spacing flight trajectories for a first aircraft, comprising:

providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a flight management system;

providing information regarding a first aircraft moving in space according to a first state vector;

providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;

determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector of said first aircraft;

comparing, by said at least one electronic device, said first flight trajectory to said second state vector of said second aircraft to determine a miss distance between said first aircraft and said second aircraft;

comparing, by said at least one electronic device, said miss distance between said first aircraft and said second aircraft to said standard avoidance interval of said second aircraft to confirm that said miss distance is greater than said standard avoidance interval of said second aircraft;

providing information regarding a third aircraft moving in space according to a third state vector, said third aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;

comparing, by said at least one electronic device, said first flight trajectory to said third state vector of said third aircraft to determine a miss distance between said first aircraft and said third aircraft;

comparing, by said at least one electronic device, said miss distance between said first aircraft and said third aircraft to said standard avoidance interval of said third aircraft to confirm that said miss distance is greater than said standard avoidance interval of said third aircraft;

determining, by said at least one electronic device, a second flight trajectory for said first aircraft based on said first state vector of said first aircraft, said second flight trajectory being distinct from said first flight trajectory;

receiving and executing, by said flight management system, one of said first and second flight trajectories; and

achieving and maintaining, by said flight management system, a position of said first aircraft between said second and third aircrafts to establish a self-spacing interval.

2. The method of claim 1, further comprising:

comparing, by said at least one electronic device, said second flight trajectory to said second state vector of said second aircraft to determine a second miss distance between said first aircraft and said second aircraft;

comparing, by said at least one electronic device, said second miss distance between said first aircraft and said second aircraft to said standard avoidance interval of said second aircraft to confirm that said second miss distance is greater than said standard avoidance interval of said second aircraft;

comparing, by said at least one electronic device, said second flight trajectory to said third state vector of said third aircraft to determine a second miss distance between said first aircraft and said third aircraft; and

comparing, by said at least one electronic device, said second miss distance between said first aircraft and said third aircraft to said standard avoidance interval of said third aircraft to confirm that said second miss distance is greater than said standard avoidance interval of said third aircraft.

3. The method of claim 1, wherein:

said first flight trajectory being optimized for fuel efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum fuel allowance, and wherein a flight trajectory is selected from one of said plurality of first flight trajectories and said second flight trajectory.

4. The method of claim 1, wherein:

said first flight trajectory being optimized for time efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum time allowance, and wherein a flight trajectory is selected from one of said plurality of first flight trajectories and said second flight trajectory.

5. The method of claim 1, wherein:

said standard avoidance interval of said second aircraft defines an enclosed volume surrounding said second aircraft, and said enclosed volume of said standard avoidance interval of said second aircraft comprises a cylindrical shape, wherein top and bottom surfaces of said enclosed volume defined by a vertical separation distance, and, circumferential surface of said enclosed volume defined by a radial distance.

6. The method of claim 1, wherein said first flight trajectory has a top-of-descent point and a descent phase for said first aircraft, and said second flight trajectory has a top-of-descent point and a descent phase for said first aircraft, said second flight trajectory having a distinct top-of-descent point from said first flight trajectory.

7. The method of claim 1, further comprising:

providing information regarding an upper air speed and a lower air speed below a Mach-CAS transition altitude; and

comparing, by said at least one electronic device, speed profiles of said flight trajectories to said upper air speed and said lower air speed to confirm that said speed profiles of said flight trajectories are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude.

8. A method for automatically determining a plurality of flight trajectories for a first aircraft, comprising:

providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a flight management system;

providing information regarding a first aircraft moving in space according to a first state vector;

providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having an intersection point located in a trailing direction behind said second aircraft by a predetermined distance;

determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector and a point-mass energy state of said first aircraft, said first flight trajectory including a top-of-descent point and a descent phase for said first aircraft;

comparing, by said at least one electronic device, said first flight trajectory to said intersection point behind said second aircraft to confirm that said first flight trajectory passes through said intersection point during said descent phase;

determining, by said at least one electronic device, a second flight trajectory for said first aircraft based on said first state vector and said point-mass energy state of said first aircraft, said second flight trajectory including a top-of-descent point and a descent phase for said first aircraft, said second flight trajectory having a distinct top-of-descent point from said first flight trajectory;

comparing, by said at least one electronic device, said second flight trajectory to said intersection point behind said second aircraft to confirm that said second flight trajectory passes through said intersection point during said descent phase;

receiving and executing, by said flight management system, one of said first and second flight trajectories so that said first aircraft passes through said intersection point; and

achieving and maintaining, by said flight management system, a position of said first aircraft behind said second aircraft by said predetermined distance to establish a self-spacing interval between said first and second aircrafts.

9. The method of claim 8, further comprising:

determining, by said at least one electronic device, a third flight trajectory for said first aircraft based on said first state vector and said point-mass energy state of said first aircraft, said third flight trajectory including a top-of-descent point and a descent phase for said first aircraft, said third flight trajectory having a distinct top-of-descent point from said first and second flight trajectories;

comparing, by said at least one electronic device, said third flight trajectory to said intersection point behind said second aircraft to confirm that said third flight trajectory passes through said intersection point during said descent phase; and

receiving and executing, by said flight management system, one of said first, second, and third flight trajectories so that said first aircraft passes through said intersection point.

10. The method of claim 8, wherein:

said first flight trajectory being optimized for fuel efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum fuel allowance, and wherein a flight trajectory is selected from one of said plurality of first flight trajectories and said second flight trajectory.

11. The method of claim 8, wherein:

said first flight trajectory being optimized for time efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum time allowance, and wherein a flight trajectory is selected from one of said plurality of first flight trajectories and said second flight trajectory.

12. The method of claim 8, wherein:

a standard avoidance interval defines an enclosed volume surrounding said second aircraft, and said enclosed volume of said standard avoidance interval comprises a cylindrical shape, wherein top and bottom surfaces of said enclosed volume defined by a vertical separation distance, and a circumferential surface of said enclosed volume defined by a radial distance.

13. The method of claim 12, wherein:

said vertical separation distance and said radial distance are dependent on at least one of the speed, performance, size, configuration and type of aircraft, proximity to an ATC boundary or airport, and point in the flight trajectory.

14. The method of claim 8, further comprising:

providing information regarding an upper air speed and a lower air speed below a Mach-CAS transition altitude; and

comparing, by said at least one electronic device, speed profiles of said flight trajectories to said upper air speed and said lower air speed to confirm that said speed profiles of said flight trajectories are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude.

15. A method for automatically determining a plurality of flight trajectories for a first aircraft, comprising:

providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a flight management system;

providing information regarding a first aircraft moving in space according to a first state vector;

providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having an intersection point located in a trailing direction behind said second aircraft by a predetermined distance;

determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector of said first aircraft, said first flight trajectory being optimized for a first parameter;

comparing, by said at least one electronic device, said first flight trajectory to said intersection point behind said second aircraft to confirm that said first flight trajectory passes through said intersection point;

determining, by said at least one electronic device, a second flight trajectory for said first aircraft based on said first state vector of said first aircraft, said second flight trajectory being optimized for a second parameter, and said second flight trajectory being distinct from said first flight trajectory;

comparing, by said at least one electronic device, said second flight trajectory to said intersection point behind said second aircraft to confirm that said second flight trajectory passes through said intersection point;

receiving and executing, by said flight management system, one of said first and second flight trajectories so that said first aircraft passes through said intersection point; and

achieving and maintaining, by said flight management system, a position of said first aircraft behind said second aircraft by said predetermined distance to establish a self-spacing interval between said first and second aircrafts.

16. The method of claim 15, further comprising:

determining, by said at least one electronic device, a third flight trajectory for said first aircraft based on said first state vector of said first aircraft, said third flight trajectory being distinct from said first and second flight trajectories;

comparing, by said at least one electronic device, said third flight trajectory to said intersection point behind said second aircraft to confirm that said third flight trajectory passes through said intersection point during said descent phase; and

receiving and executing, by said flight management system, one of said first, second, and third flight trajectories so that said first aircraft passes through said intersection point.

17. The method of claim 15, wherein:

said first flight trajectory being optimized for fuel efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum fuel allowance, and wherein a flight trajectory is selected from one of said plurality of first flight trajectories and said second flight trajectory.

18. The method of claim 15, wherein:

said first flight trajectory being optimized for time efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum time allowance, and wherein a flight trajectory is selected from one of said plurality of first flight trajectories and said second flight trajectory.

19. The method of claim 15, further comprising:

providing information regarding an upper air speed and a lower air speed below a Mach-CAS transition altitude; and

comparing, by said at least one electronic device, speed profiles of said flight trajectories to said upper air speed and said lower air speed to confirm that said speed profiles of said flight trajectories are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude.

20. The method of claim 15, wherein said first flight trajectory has a top-of-descent point and a descent phase for said first aircraft, and said first flight trajectory passes through said intersection point during said descent phase, wherein said second flight trajectory has a top-of-descent point and a descent phase for said first aircraft, and said second flight trajectory passes through said intersection point during said descent phase, and said second flight trajectory having a distinct top-of-descent point from said first flight trajectory.