Patent Application
20190266902
The present invention generally relates to aircraft and air traffic operations, and more particularly relates to generating a grid map for a defined airspace volume that shows aircraft traffic intensity.
As aircraft traffic density increases, flight planning and trajectory optimization for individual flights become more important. This is especially true with respect to constraints such as weather conditions, published airspace restrictions, etc. which can have a major impact on flight planning. Also, maintaining separation between aircraft is essential. However, the complexity associated with reliable assurance of such separation increases with traffic density. Proper optimization of flight planning will seek to avoid fluctuations in air traffic controller (ATC) workload. Hence, there is a need for generation of a grid map that represents predicted aircraft traffic density as it evolves over time.
This summary is provided to describe select concepts in a simplified form that are further described in the Detailed Description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
A method is provided for generating a grid map that shows aircraft traffic intensity. The method comprises: collecting position data and an associated flight plan for each aircraft within a defined airspace volume; modeling the movement for each aircraft based on the latest observed position and the flight plan of the aircraft; dividing the defined airspace volume into a grid pattern comprising a plurality of cubes with defined spatial and time resolution periods; assigning each aircraft to a cube based on the aircraft's modeled movement over future time resolution periods; calculating a value for the number of assigned aircraft to each cube of the grid over future time resolution periods; calculating the ratio of the value of the number of assigned aircraft to a pre-determined air traffic control (ATC) capacity for the defined airspace volume over future time resolution periods; determining the suitability of the defined airspace volume for planned aircraft traffic based on the calculated ratios of the number of assigned aircraft to ATC capacity for each cube within the defined airspace volume; and displaying a traffic intensity map that reflects the suitability of the defined airspace volume for planned aircraft traffic.
A system is provided for generating a grid map that shows aircraft traffic intensity. The system comprises: a data source that provides position information for each aircraft within a defined airspace volume; a data source that provides a flight plan for each aircraft within the defined airspace volume; a data source that provides capacity limitations for the defined airspace volume; and a server-based processor that collects the position information, the flight plans and the capacity limitations from each respective data source, where the processor, models the movement for each aircraft based on the latest observed position and the flight plan of the aircraft, divides the defined airspace volume into a grid pattern comprising a plurality of cubes with defined spatial and time resolution periods, assigns each aircraft within the defined airspace volume to a cube based on the aircraft's modeled movement over future time resolution periods, calculates a value for the number of assigned aircraft to each cube of the grid over future time resolution periods, calculates the ratio of the value of the number of assigned aircraft to the capacity limitations for each cube over future time resolution periods, determines the suitability of the defined airspace volume for planned aircraft traffic based on the calculated ratios, and generates a traffic intensity map that reflects the suitability of the defined airspace volume for planned aircraft traffic; and a retrievable electronic database that stores the ratio of the value of the number of assigned aircraft to the capacity limitations for later historical analysis of aircraft traffic patterns.
Furthermore, other desirable features and characteristics of the method and system will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the preceding background.
The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:
The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. As used herein, the word “exemplary” means “serving as an example, instance, or illustration.” Thus, any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. All of the embodiments described herein are exemplary embodiments provided to enable persons skilled in the art to make or use the invention and not to limit the scope of the invention which is defined by the claims. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary, or the following detailed description.
A method and system for generating a grid map that represents aircraft traffic density has been developed. Some embodiments include collecting position data and an associated flight plan for each aircraft within a defined airspace volume. The movement of each aircraft is modeled based on its latest observed position in combination with the flight plan of the aircraft to determine the aircraft's intended trajectory. The defined airspace volume is divided into a grid pattern that includes a plurality of “cubes” that have defined spatial resolution as well as defined time resolution periods. Each aircraft is assigned to a specific cube based on its modeled movement over future time periods. In this manner, it is possible to calculate a value for the number of assigned aircraft to each cube of the grid over future time resolution periods. It is possible to further calculate a ratio of the number of aircraft present in a specific cube to a predetermined regulatory traffic density capacity for future time periods. This allows the suitability of the defined airspace volume to be determined for aircraft traffic patterns for each cube. This information may then be displayed on a traffic intensity map that reflects the suitability of the air traffic density.
Turning now to
In other embodiments, alternative methods may be used to identify each cube and time period. For example, a standard numerical designation of a cube may be used that numbers each cube sequentially (e.g., 1, 2, 3 . . . ). The spatial size of the cubes may also vary and the sizes are adjustable. These adjustments may be made as required based on the performance parameters of the aircraft as well as the resolution requirements to monitor the air traffic intensity. In some embodiments, the spatial resolution value of the entire defined airspace volume may be between 10-50 nautical miles (NM). In a similar manner as the spatial resolution, the time resolution may also be adjusted based on performance parameters and precision requirements to monitor air traffic intensity. In some embodiments, the time resolution periods may be between 1-30 minutes between calculations of traffic intensity.
Turning now to
The defined airspace volume is then divided into a grid pattern comprising a plurality of cubes with each cube having a defined spatial and time resolution period 206. Each aircraft is assigned to a specific cube based on the aircraft's modeled movement over future time resolution periods 208. A value is calculated that reflects the number of assigned aircraft for each cube of the grid over future time resolution periods 210. A predetermined air traffic control (ATC) capacity for the airspace volume is retrieved from an outside data source 214 and used to calculate a ratio of the number of aircraft assigned for each cube with respect to the ATC capacity for the airspace volume over future time periods. In some embodiments, the ATC capacity may be continuously updated based on changing conditions such as weather, current traffic, or other conditions.
The suitability of the defined airspace volume for the planned aircraft traffic is determined based on the calculated ratios of the number of assigned aircraft to the ATC capacity within the defined airspace volume 214. A traffic intensity map is generated and displayed on a visual display device for the aircrew of the aircraft. In some alternative embodiments, the traffic intensity map reflects the suitability of the defined airspace volume for the planned aircraft traffic for each cube 216. In some embodiments, the traffic intensity map may depict the cubes of the gird in a three dimensional (3D) visual format 104 as shown previously in
Turning now to
This data 304, 306 and 308 is provided to a server-based processor 310 that merges the data 314 and models the movement of each aircraft based on the latest observed position and the flight plan of the aircraft. The defined airspace volume is divided into a grid pattern of a plurality of cubes with each cube having a defined spatial and time resolution. The processor then assigns each aircraft within the defined airspace volume to a cube based on the aircraft's modeled movement over future time resolution periods. The processor calculates a value for the number of assigned aircraft for each cube of the grid over future time resolution periods. A ratio is calculated of the value of the number of aircraft assigned to each cube with respect to the capacity limitations over future time resolution periods. The processor determines the suitability of the defined airspace volume for considered aircraft traffic based on the calculated ratios. This is part of a suitability assessment for a new flight which is the subject of flight-planning or being performed for a flight during a search for in-flight rerouting opportunities for trajectory optimization. The suitability is determined by a predetermined capacity as determined by an ATC authority. A traffic intensity map is then generated reflects the suitability of the defined airspace volume for the planned aircraft traffic. The traffic intensity map is provided to both the in-flight aircraft 318 as well as ground-based ATC authorities 320. In some embodiments, an unsuitable aircraft density within a specific cube may result in an automatic alert being generated for aircraft, and ATC authorities on the ground.
Additionally, the above described ratios are stored in a retrievable electronic database 312 for later retrieval for historical analysis of aircraft traffic patterns. When storing the values in the database 312, the respective values for each cube maybe averaged over time in both spatial resolution and time to reduce the quantization noise caused by the data. In some embodiments, the historical data as well as the present traffic intensity map 316 may be provided to an aircrew for use in preflight planning including the validation of a flight plan prior to submission. In other embodiments, the traffic intensity map may be used by ATC authorities for use in adjusting and optimizing air traffic patterns. Such adjustments may be made based on changing weather or air traffic patterns to avoid or minimize congestion. In still other embodiments, the traffic intensity map may be used to provide in-flight aircraft and ATC authorities situational awareness of ongoing air traffic intensity. This allows both the aircrew and the ATC sufficient warning to adjust air traffic flows to avoid congestion.
Those of skill in the art will appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. Some of the embodiments and implementations are described above in terms of functional and/or logical block components (or modules) and various processing steps. However, it should be appreciated that such block components (or modules) may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention. For example, an embodiment of a system or a component 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 described herein are merely exemplary implementations.
The various illustrative logical blocks, modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal
In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Numerical ordinals such as “first,” “second,” “third,” etc. simply denote different singles of a plurality and do not imply any order or sequence unless specifically defined by the claim language. The sequence of the text in any of the claims does not imply that process steps must be performed in a temporal or logical order according to such sequence unless it is specifically defined by the language of the claim. The process steps may be interchanged in any order without departing from the scope of the invention as long as such an interchange does not contradict the claim language and is not logically nonsensical.
Furthermore, depending on the context, words such as “connect” or “coupled to” used in describing a relationship between different elements do not imply that a direct physical connection must be made between these elements. For example, two elements may be connected to each other physically, electronically, logically, or in any other manner, through one or more additional elements.
While at least one exemplary embodiment has been presented in the foregoing detailed description of the invention, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the invention. It being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims.
