WO2019099538A1 - Détermination de capacité de performance pour aéronef - Google Patents

Détermination de capacité de performance pour aéronef Download PDF

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Publication number
WO2019099538A1
WO2019099538A1 PCT/US2018/061081 US2018061081W WO2019099538A1 WO 2019099538 A1 WO2019099538 A1 WO 2019099538A1 US 2018061081 W US2018061081 W US 2018061081W WO 2019099538 A1 WO2019099538 A1 WO 2019099538A1
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Prior art keywords
aircraft
measured value
instructions
execute
flight
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PCT/US2018/061081
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English (en)
Inventor
Kevin Prosser
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Gulfstream Aerospace Corporation
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Priority to PCT/US2018/061081 priority Critical patent/WO2019099538A1/fr
Publication of WO2019099538A1 publication Critical patent/WO2019099538A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments
    • B64D43/02—Arrangements or adaptations of instruments for indicating aircraft speed or stalling conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
    • G01P21/02—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers
    • G01P21/025—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers for measuring speed of fluids; for measuring speed of bodies relative to fluids
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P5/00—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft
    • G01P5/14—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid
    • G01P5/16—Measuring speed of fluids, e.g. of air stream; Measuring speed of bodies relative to fluids, e.g. of ship, of aircraft by measuring differences of pressure in the fluid using Pitot tubes, e.g. Machmeter
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01W—METEOROLOGY
    • G01W1/00—Meteorology
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/606—Compensating for or utilising external environmental conditions, e.g. wind or water currents
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/80—Arrangements for reacting to or preventing system or operator failure
    • G05D1/86—Monitoring the performance of the system, e.g. alarm or diagnosis modules
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
    • G06N5/00—Computing arrangements using knowledge-based models
    • G06N5/04—Inference or reasoning models
    • G06N5/046—Forward inferencing; Production systems
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/02—Registering or indicating driving, working, idle, or waiting time only
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/003—Flight plan management
    • G08G5/0034—Assembly of a flight plan
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/003—Flight plan management
    • G08G5/0039—Modification of a flight plan
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0052—Navigation or guidance aids for a single aircraft for cruising
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0073—Surveillance aids
    • G08G5/0091—Surveillance aids for monitoring atmospheric conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01W—METEOROLOGY
    • G01W1/00—Meteorology
    • G01W2001/003—Clear air turbulence detection or forecasting, e.g. for aircrafts
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D2105/00—Specific applications of the controlled vehicles
    • G05D2105/20—Specific applications of the controlled vehicles for transportation
    • G05D2105/22—Specific applications of the controlled vehicles for transportation of humans
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D2109/00—Types of controlled vehicles
    • G05D2109/20—Aircraft, e.g. drones
    • G05D2109/22—Aircraft, e.g. drones with fixed wings
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/10—Numerical modelling

Definitions

  • the present disclosure generally relates to aircraft flight modeling with performance capability determination, and more particularly relates to determining the actual performance capability of an aircraft based on a difference between a modeled flight characteristic and a flown flight characteristic.
  • Ps indicates the sum of the potential climb capability (dH/dt) and the potential acceleration capability ((V/g) (dV/dt) of the aircraft.
  • Ps methods were developed and refined for air combat analysis of various fighter aircraft to identify areas of strength and weakness in threat aircraft performance. These Ps methods consider only the amount of energy gained or depleted, rather than considering how or why energy is gained or depleted.
  • the maximum Ps value at maximum throttle has been used to determine optimum climb rates, time to climb, ceilings, and other maximum characteristics.
  • Autopilot recovery systems have utilized a maximum Ps value to determine whether aircraft have enough power to clear obstacles. Although these conventional methods may be used for some aspects of aircraft trajectory modeling, they have typically been limited to use in determining maximum capabilities of an aircraft.
  • an avionics system includes a storage device and one or more data processors.
  • the storage device stores instructions for monitoring an actual performance of the aircraft.
  • the one or more data processors are configured to execute the instructions to: determine a first measured value of a flight characteristic of the aircraft at a first position of the aircraft; execute at least one flight maneuver between the first position and a second position of the aircraft; generate a predicted energy change between the first position and the second position based on the at least one flight maneuver and an energy state model; determine a second measured value of the flight characteristic of the aircraft at the second position; and generate an adjustment to the energy state model based on the first measured value, the second measured value, and the predicted energy change.
  • an aircraft in a second non-limiting example, includes a sensor system and an avionics system.
  • the sensor system is configured for measuring a flight characteristic.
  • the avionics system includes a storage device for storing instructions for monitoring an actual performance of the aircraft.
  • the avionics system further includes one or more data processors configured to execute the instructions to: determine, using the sensor system, a first measured value of the flight characteristic at a first position of the aircraft; execute at least one flight maneuver between the first position and a second position of the aircraft; generate a predicted energy change between the first position and the second position based on the at least one flight maneuver and an energy state model; determine, using the sensor system, a second measured value of the flight characteristic of the aircraft at the second position; and generate an adjustment to the energy state model based on the first measured value, the second measured value, and the predicted energy change.
  • an avionics system includes: means for determining a first measured value of a flight characteristic of an aircraft at a first position of the aircraft; means for executing at least one flight maneuver between the first position and a second position of the aircraft; means for generating a predicted energy change between the first position and the second position based on the at least one flight maneuver and an energy state model; means for determining a second measured value of the flight characteristic of the aircraft at the second position; and means for generating an adjustment to the energy state model based on the first measured value, the second measured value, and the predicted energy change.
  • FIG. 1 is a schematic diagram illustrating an aircraft having a control system, in accordance with various embodiments.
  • FIG. 2 is a flow chart illustrating a method for monitoring an actual aircraft performance, in accordance with various embodiments.
  • module refers to any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
  • ASIC application specific integrated circuit
  • Embodiments of the present disclosure may be described herein in terms of functional and/or logical block components and various processing steps. It should be appreciated that such block components may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that embodiments of the present disclosure may be practiced in conjunction with any number of systems, and that the systems described herein is merely exemplary embodiments of the present disclosure.
  • the systems and methods may be implemented on various types of data processor environments (e.g., on one or more data processors) which execute instructions (e.g., software instructions) to perform operations disclosed herein.
  • Non-limiting examples include implementation on a single general purpose computer or workstation, or on a networked system, or in a client-server configuration, or in an application service provider configuration.
  • the methods and systems described herein may be implemented on many different types of processing devices by program code comprising program instructions that are executable by the device processing subsystem.
  • the software program instructions may include source code, object code, machine code, or any other stored data that is operable to cause a processing system to perform the methods and operations described herein.
  • Other implementations may also be used, however, such as firmware or even appropriately designed hardware configured to carry out the methods and systems described herein.
  • a computer can be programmed with instructions to perform the various steps of the flowcharts described herein.
  • data e.g., associations, mappings, data input, data output, intermediate data results, final data results, etc.
  • data may be stored and implemented in one or more different types of computer-implemented data stores, such as different types of storage devices and programming constructs (e.g., memory, RAM, ROM, Flash memory, flat files, databases, programming data structures, programming variables, IF- THEN (or similar type) statement constructs, etc.).
  • storage devices and programming constructs e.g., memory, RAM, ROM, Flash memory, flat files, databases, programming data structures, programming variables, IF- THEN (or similar type) statement constructs, etc.
  • data structures describe formats for use in organizing and storing data in databases, programs, memory, or other computer-readable media for use by a computer program.
  • the systems and methods may be provided on many different types of computer- readable storage media including computer storage mechanisms (e.g., non-transitory media, such as CD-ROM, diskette, RAM, flash memory, computer’s hard drive, etc.) that contain instructions (e.g., software) for use in execution by a processor to perform the methods’ operations and implement the systems described herein.
  • computer storage mechanisms e.g., non-transitory media, such as CD-ROM, diskette, RAM, flash memory, computer’s hard drive, etc.
  • instructions e.g., software
  • a module or processor includes but is not limited to a unit of code that performs a software operation, and can be implemented for example as a subroutine unit of code, or as a software function unit of code, or as an object (as in an object-oriented paradigm), or as an applet, or in a computer script language, or as another type of computer code.
  • the software components and/or functionality may be located on a single computer or distributed across multiple computers depending upon the situation at hand.
  • Various embodiments disclosed herein describe methods and systems for monitoring performance of an aircraft using measured airspeed values and an energy state model. By monitoring the performance, the systems and methods may determine whether the energy model should be adjusted. For example, an incorrectly entered loaded weight of the aircraft may be entered and/or conditions may be adversely impacting performance of the aircraft (e.g., ice buildup during flight).
  • the energy model utilized is the energy model described in U.S. Patent Application 15/470,776, filed March 27, 2017, which is incorporated herein by reference.
  • Aircraft 100 includes a control system 110, a sensor system 112, and an actuator system 114, among other systems.
  • control system 110 may be utilized in other aircraft, land vehicles, water vehicles, space vehicles, or other machinery without departing from the scope of the present disclosure.
  • control system 110 may be utilized in submarines, helicopters, airships, spacecraft, or automobiles.
  • Control system 110 is an avionics system configured to operate aircraft 100 and to perform the methods described below.
  • Control system 110 includes at least one processor 116 and a non-transitory computer readable storage device or medium 117.
  • Non-transitory computer readable storage device or medium 117 is storage device for storing instructions for performing the method described below.
  • At least one processor 116 is one or more data processors configured to execute the instructions to perform the method described below.
  • the processor may be any custom made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with control system 110, a semiconductor based microprocessor (in the form of a microchip or chip set), a macroprocessor, any combination thereof, or generally any device for executing instructions.
  • the computer readable storage device or medium may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example.
  • the computer-readable storage device or medium may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by control system 110 in controlling aircraft 100.
  • PROMs programmable read-only memory
  • EPROMs electrically PROM
  • EEPROMs electrically erasable PROM
  • flash memory or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by control system 110 in controlling aircraft 100.
  • the instructions may include one or more separate programs, each of which comprises an ordered listing of executable instructions for implementing logical functions.
  • the instructions when executed by the processor, receive and process signals from the sensor system, perform logic, calculations, methods and/or algorithms for automatically controlling the components of aircraft 100, and generate control signals for actuator system 114 to automatically control the components of aircraft 100 based on the logic, calculations, methods, and/or algorithms.
  • control system 110 Although only one control system 110 is shown in FIG. 1, embodiments of aircraft 100 may include any number of control systems 110 that communicate over any suitable communication medium or a combination of communication media and that cooperate to process the sensor signals, perform logic, calculations, methods, and/or algorithms, and generate control signals to automatically control features of aircraft 100.
  • one or more instructions of control system when executed by the processor, performs the methods described below.
  • control system 110 is configured to calculate an energy state based on a current power setting of the aircraft, a current power capability of the aircraft, a speed-brake position on the aircraft, landing gear and flap settings of the aircraft, and an engine health of the aircraft. For example, control system 110 may predict the future energy state of aircraft 100 by interpolating between the maximum climb rate and the idle power descent rate at specific temperatures or other conditions and accounting for the aircraft configuration. This ability to predict energy states permits accurate transition between nose high or nose low recovery and a steady climb final segment. By utilizing a maximum climb rate and idle descent rate based at least in part on engine failure status, control system 110 provides accurate predictions whether all engines are operating or if engine failure occurs.
  • control system 110 can accurately model a nose high recovery even while nose low. For example, if in level flight above the single-engine service ceiling and an engine fails while near an aircraft limit, control system 110 will predict and execute a nose high recovery even though the nose is level or nose low and the aircraft is incapable of actually climbing. This is because at level flight above the single engine service ceiling, the aircraft is energy deficient and should descend even to avoid terrain.
  • the system uses a constant energy plane and a constant altitude to distinguish between nose high unusual attitudes and nose low unusual attitude. Accordingly, control system 110 may accurately avoid terrain that is above the single engine service ceiling of the aircraft while the aircraft is conducting a single engine drift down maneuver, as will be appreciated by those of ordinary skill in the art.
  • Sensor system 112 includes one or more sensing devices that sense observable conditions of the exterior environment, the interior environment of aircraft 100, or operational conditions and status of aircraft 100.
  • sensor system 112 may include accelerometers, gyroscopes, RADARs, LIDARs, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors, and/or other sensors.
  • sensor system 112 includes a pitot static system with a pitot tube 118 and a static port 119 for determining Indicated Airspeed, as will be appreciated by those with ordinary skill in the art.
  • Actuator system 114 includes one or more actuator devices that control one or more vehicle features.
  • actuator system 114 may include actuators that manipulate control surfaces on aircraft 100, extend or retract landing gear of aircraft 100, an/or move other components of aircraft 100.
  • control system 110 performs the tasks of method 200.
  • control system 110 may store instructions on storage device 117 for processor 116 to execute to perform the tasks of method 200.
  • method 200 generates an adjustment for an energy state model that may be utilized to correct for actual aircraft performance along a potential trajectory of the aircraft in a hazard awareness system.
  • control system 110 may determine whether a potential aircraft trajectory complies with a flight envelope based on the energy state model and the adjustment.
  • control system 110 adjusts the predicted energy state of the energy state model to account for real world variances in performance. For example, without accounting for variances, a predicted performance capability may be overly optimistic if a crew programs the Flight Management System with the wrong cargo count, passenger count, or incorrect fuel amount. An overly optimistic performance capability estimate may result in failing to clear an obstacle that the system predicted would be cleared. To account for variances, control system 110 runs the energy prediction algorithm backwards in time in some embodiments. Instead of using current energy and computing a future energy state by adding in the energy excess or energy deficit, control system 110 may use the current energy state and previous energy states to compute what the energy excess/deficit should be.
  • the difference between actual and predicted energy excess/deficit is the error that results from gross weight errors, non standard day errors (e.g., errors from days that are hotter or colder than a standard day, etc.), or the error in the prediction itself.
  • non standard day errors e.g., errors from days that are hotter or colder than a standard day, etc.
  • the real-world performance variances may be useful any time performance capability estimation is desirable.
  • the variance prediction may be used to detect ice buildup that is degrading performance, may be applied to wind shear alerting systems, or may be used in any other performance capability related application.
  • Task 210 determines a first measured value of a flight characteristic of the aircraft at a first position of the aircraft.
  • the first measured value and a second measured value are values of True Airspeed (TAS) as the flight characteristic.
  • TAS True Airspeed
  • task 210 determines a first airspeed of an aircraft at a first position.
  • control system 110 may compute the first True Airspeed (TASfnst) based on measurements from the pitot-static system of sensor system 112 while aircraft 100 is at the first position.
  • position is a location with respect to Earth.
  • the position indicates aircraft orientation and/or configuration information.
  • Task 212 executes at least one flight maneuver between the first position and a second position.
  • aircraft 100 may be at the second position before (i.e., earlier in time) aircraft 100 is at the first position.
  • aircraft 100 executes the at least one maneuver to fly from the first position to the second position.
  • Task 214 generates a predicted energy change between the first position and the second position based on the at least one flight maneuver and an energy state model.
  • control system 110 may generate the predicted energy change as a specific excess power of the aircraft based on the aircraft configuration and throttle position.
  • control system 110 predicts a specific excess power (Ps) of aircraft 100 at the second position using an energy state model based on the first position and the at least one flight maneuver.
  • Ps specific excess power
  • the energy state model is based on data stored as a table of a curve fit of PS for each of an idle power throttle setting (Psidie) and of a full power throttle setting (PsMax).
  • Ps for conditions other than idle throttle and full throttle are derived from Psidie and PsMax.
  • Mid power for example, is a simple average of PsMax and P sidle.
  • Gross Weight effects may be accounted for with a Ps debit that effectively describes the Ps penalty that goes with carrying the extra weight, as will be discussed below.
  • Other conditions may be treated as debits on Ps. For example, speed-brakes may be treated as a debit with ratio of speed brakes used to scale the debit accordingly.
  • Single engine effects may be treated as a debit by using a percentage of the available Ps.
  • a single engine Ps may be 40-45% (i.e., a 55-60% debit) of the two engine Ps, where 50% debit is due to only having one engine and the other 5- 10% debit is the engine OFF debit due to the drag a non-running engine has over an idling engine.
  • Task 216 determines a second measured value of the flight characteristic of the aircraft at the second position.
  • control system 110 may determine a second airspeed value of aircraft 100 at the second position based on measurements from the pitot-static system of sensor system 112.
  • Task 218 generates an adjustment to the energy state model based on the first measured value, the second measured value, and the predicted energy change.
  • control system 110 may generate an error Pserror of the Ps based on the first airspeed and the second airspeed.
  • control system 110 generates the adjustment as a specific excess power error Pserror according to:
  • TASnew is the first measured value
  • TASoid is the second measured value
  • TASavg is an average True Airspeed between the first position and the second position
  • Pspredicted is the predicted specific energy change.
  • dt represents the change in time between the first position and the second position
  • 32.2 is acceleration due to gravity
  • Ps is energy gain potential
  • VVI vertical velocity indicated. VVI indicates the amount of energy you are using to climb or descend and the airspeed indicates the energy used for accelerating.
  • TAS is expressed in ft/sec
  • VVI is expressed in Ft/min
  • Ps is expressed in Ft/min.
  • Task 220 generates Pserror at additional positions.
  • aircraft 100 may repeat tasks 210, 212, 214, 216, and 218 at additional first and second positions.
  • the additional values are averaged, and a debit is applied to subsequent calculations of Ps using the energy state model.
  • Task 222 determines whether Pserror is changing over time. For example, control system 110 may determine whether Pserror at the additional positions differs from the original Pserror by more than a threshold amount to determine that Pserror is changing over time. In the example provided, control system 110 categorizes the Pserror as a type of error in the actual performance based on a trend in the Pserror over time.
  • method 200 proceeds to task 226.
  • Pserror is not changing over time
  • method 200 proceeds to task 224.
  • Task 224 categorizes the Pserror as an incorrect weight type of error in response to a static Pserror during an initial climb phase of flight. Every pound of weight above or below actual produces a PS error of some value (AircraftConstant) in ft/min value based on the specific airplane and engine combination. For example, some aircraft produce an error of about O.lft/min. It should be appreciated that the actual value of AircraftConstant varies by implementation. Accordingly, control system 110 may generate a gross weight debit based on Pserror to calculate a weight debit according to:
  • Task 226 indicates a performance degradation of the aircraft.
  • control system 110 may indicate the performance degradation as an ice buildup that is degrading performance, as wind shear, or as other types of performance degradation.

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Abstract

L'invention concerne des systèmes et un aéronef. Un système d'avionique comprend un dispositif de stockage et un ou plusieurs processeur(s) de données. Le dispositif de stockage stocke des instructions afin de surveiller des performances réelles de l'aéronef. Le ou les processeur(s) de données est/sont configuré(s) pour exécuter les instructions pour : déterminer une première valeur mesurée d'une caractéristique de vol de l'aéronef à une première position de l'aéronef ; exécuter au moins une manœuvre de vol entre la première position et une seconde position de l'aéronef ; générer un changement d'énergie prédit entre la première position et la seconde position sur la base de ladite manœuvre de vol et d'un modèle d'état d'énergie ; déterminer une seconde valeur mesurée de la caractéristique de vol de l'aéronef à la seconde position ; et générer un réglage du modèle d'état d'énergie sur la base de la première valeur mesurée, de la seconde valeur mesurée et du changement d'énergie prédit.
PCT/US2018/061081 2017-11-14 2018-11-14 Détermination de capacité de performance pour aéronef WO2019099538A1 (fr)

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US20140330455A1 (en) * 2008-10-21 2014-11-06 The Boeing Company Alternative method to determine the air mass state of an aircraft and to validate and augment the primary method
US20160023776A1 (en) * 2014-07-23 2016-01-28 Honeywell International Inc. Systems and methods for airspeed estimation using actuation signals
US20160063867A1 (en) * 2014-09-02 2016-03-03 University Of Malta Method and system for recovering the energy state of an aircraft during descent
WO2016191320A1 (fr) * 2015-05-22 2016-12-01 Tiger Century Aircraft, Inc. Systèmes et procédés d'affichage de sensibilité à l'état d'énergie d'avion

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US20140330455A1 (en) * 2008-10-21 2014-11-06 The Boeing Company Alternative method to determine the air mass state of an aircraft and to validate and augment the primary method
US20130026299A1 (en) * 2011-07-29 2013-01-31 Airbus Operations (Sas) Method And Device For An Optimal Management Of The Slats, The Flaps And The Landing Gear Of An Aircraft
US20160023776A1 (en) * 2014-07-23 2016-01-28 Honeywell International Inc. Systems and methods for airspeed estimation using actuation signals
US20160063867A1 (en) * 2014-09-02 2016-03-03 University Of Malta Method and system for recovering the energy state of an aircraft during descent
WO2016191320A1 (fr) * 2015-05-22 2016-12-01 Tiger Century Aircraft, Inc. Systèmes et procédés d'affichage de sensibilité à l'état d'énergie d'avion

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