METHODS AND SYSTEM FOR TIME OF ARRIVAL CONTROL USING AVAILABLE SPEED AUTHORITY

• US 20100114407A1
• Filed: 10/31/2008
• Published: 05/06/2010
• Est. Priority Date: 10/31/2008
• Status: Active Grant

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Klooster, Joel Kenneth, Wichman, Keith Douglas
• Granted Patent: US 8,010,267 B2
• Time in Patent Office: Days
• US Class Current: 701/3
• CPC Class Codes: G05D 1/0005 with arrangements to save energy
• CPC Class Codes: G08G 5/0052 for cruising combined instruments indicating more than one navigational value G01C23/00

Abstract

Methods and a system for a vehicle control system using a reference time profile including an upper control bound and a lower control bound are provided. The system includes an input device configured to receive a required time of arrival at a waypoint and a processor communicatively coupled to said input device wherein the processor is programmed to generate a reference time profile using a first speed profile up to an intermediate control point and a second speed profile between the intermediate control point and an RTA waypoint. The system also includes an output device communicatively coupled to the processor wherein the output device is configured to transmit a speed control signal based on the reference time profile to a vehicle speed control system.

Claims

1. A vehicle control system using a reference time profile including an upper control bound and a lower control bound, said system comprising:

an input device configured to receive a required time of arrival at a waypoint;

a processor communicatively coupled to said input device, said processor programmed to;

determine an intermediate control point wherein the intermediate control point is a point along the upper and lower control bounds where a difference between the upper and lower control bounds is equal to approximately 2α

Tol, where Tol is an RTA tolerance and α

is a scaling factor;

determine an intermediate control time wherein the intermediate control time is approximately halfway between an upper control bound time and a lower control bound time such that a margin of approximately α

Tol is provided on either side of the intermediate control time;

generate a first speed profile wherein the first speed profile is the speed profile necessary to meet the intermediate control time, starting from the current aircraft position at the current time;

generate a second speed profile wherein the second speed profile is the speed profile necessary to meet the RTA starting from the intermediate control point at the intermediate control time; and

generate the reference time profile using the first speed profile up to the intermediate control point and the second speed profile between the intermediate control point and the RTA waypoint; and

an output device communicatively coupled to the processor, said output device configured to transmit a speed control signal based on the reference time profile to a vehicle speed control system.

2. A system in accordance with claim 1 wherein said processor is further programmed to adjust a speed of the vehicle using the speed control signal.

3. A system in accordance with claim 1 wherein said processor is further programmed to select a based on a selectable frequency of speed changes and a selectable allowable magnitude of speed changes.

4. A system in accordance with claim 1 further comprising a display device configured to graphically display the generated reference time profile.

5. A method of controlling a speed of a vehicle along a track, said method comprising:

receiving a required time of arrival (RTA) at a predetermined waypoint;

determining a late time bound representing the latest time the vehicle could arrive at a point along the track and still arrive at the predetermine waypoint at the RTA while transiting at a maximum available speed;

determining an early time bound representing the earliest time the vehicle could arrive at a point along the track and still arrive at the predetermine waypoint at the RTA while transiting at a minimum available speed;

applying a control aggressiveness scaling factor γ

that is selected to provide a control aggressiveness to at least one of the late time bound and the early time bound, scaling factor γ

controlling a frequency of speed corrections and a magnitude of speed corrections;

generating a speed control signal based on the early and late time bounds; and

outputting a speed signal to a vehicle speed control system.

6. A method in accordance with claim 5 further comprising graphically displaying the early and late time bounds and a speed profile to meet the RTA.

7. A method in accordance with claim 5 wherein receiving a required time of arrival at a predetermined waypoint comprises determining a time-of-arrival at a plurality of points between a current position of the vehicle and the predetermined waypoint computed using a selectable reference speed.

8. A method in accordance with claim 5 wherein determining a late time bound comprises determining at a plurality of points along the track from the predetermined waypoint to the current position of the vehicle the cumulative latest time the vehicle could arrive at the point and still arrive at the predetermined waypoint at the RTA using the minimum available speed at each the respective plurality of points.

9. A method in accordance with claim 5 wherein determining a early time bound comprises determining at a plurality of points along the track from the predetermined waypoint to the current position of the vehicle the cumulative earliest time the vehicle could arrive at the point and still arrive at the predetermined waypoint at the RTA using the maximum available speed at each the respective plurality of points.

10. A method in accordance with claim 5 wherein applying a control aggressiveness scaling factor γ

comprises applying a control aggressiveness scaling factor γ

having a value 0.0<

γ

<

1.0.

11. A method in accordance with claim 5 wherein applying a control aggressiveness scaling factor γ

comprises applying a first control aggressiveness scaling factor γ

_late to the late time bound and a second control aggressiveness scaling factor γ

_early to the early time bound wherein γ

_early is different than γ

_late.

12. A method in accordance with claim 5 wherein applying a control aggressiveness scaling factor γ

comprises applying a control aggressiveness scaling factor γ

that is time-dependant.

13. A method in accordance with claim 5 further comprising determining an uncertainty associated with the current time (CTU).

14. A method in accordance with claim 5 further comprising determining an uncertainty associated with the current time (CTU) using:

$C<br><br><br><br>T<br><br><br><br>U=\sqrt{\frac{E<br><br><br><br>P<br><br><br><br>U^2}{{\mathrm{Groundspeed}}^2}+I<br><br><br><br>T<br><br><br><br>U^2},\mathrm{where}$

EPU represents an estimated position uncertainty expressed as a 95% certainty and is normally distributed, and

ITU represents an input time uncertainty (ITU) expressed as a 95% certainty and is normally distributed.

15. A method of controlling a speed of a vehicle, said method comprising:

determining a required time of arrival (RTA) deadband including an activate late control that generates a first speed control signal and an activate early control that generates a second speed control signal, where the RTA represents the required time-of-arrival at an RTA waypoint; and

outputting at least one of the first speed control signal and the second speed control signal to a vehicle speed control system.

16. A method in accordance with claim 15 wherein determining a required time of arrival deadband comprises performing an activate late control if a difference between the RTA and a current time is greater than a minimum time to go value and a difference between an estimated time of arrival (ETA) and the RTA is greater than a minimum tolerance value and if a difference between a latest arrival time (LAT) and the current time scaled by a factor, γ

_LATE is less than or equal to a current time uncertainty (CTU), where the minimum time to go value represents a predetermined minimum amount of time before reaching the RTA waypoint to permit a change in speed, the minimum tolerance value represents the smallest allowable value of the RTA tolerance, and the LAT represents a late time profile at a current distance to the RTA Waypoint.

17. A method in accordance with claim 15 wherein determining a required time of arrival deadband comprises performing an activate early control if a difference between the RTA and if a current time is greater than a minimum time to go value and a difference between an estimated time of arrival (ETA) and the RTA is less than or equal to a negative minimum tolerance value and if a difference between the current time and an earliest arrival time (EAT) scaled by a factor γ

_early is less than or equal to a current time uncertainty (CTU).

18. A method in accordance with claim 15 further comprising:

determining a magnitude of a time bias using, if a time to go is greater than a first constant multiplied by a minimum tolerance then the time bias is set to equal approximately zero, else the magnitude of the time bias is set to approximately equal to the time to go divided by the first constant minus the minimum tolerance; and

determining an RTA correction wherein a difference between an estimated time of arrival (ETA) and the RTA plus the time bias is approximately zero, wherein a sign of the time bias is the same as the sign of the ETA minus the RTA, where the time to go represents the minimum time to go to the RTA waypoint to allow a speed change.

19. A system in accordance with claim 15 further comprising:

determining an uncertainty of arrival due to an external influence, wherein said external influence comprises at least one of a wind speed and direction, a climb or descent to avoid weather, and a heading change to avoid weather; and

wherein determining a required time of arrival (RTA) deadband comprises determining a required time of arrival (RTA) deadband using the determined uncertainty of arrival due to an external influence.

20. A method in accordance with claim 15 further comprising graphically displaying the RTA deadband.