Patent Grant
8629788
The present disclosure generally relates to the field of meteorological data collection and more particularly to systems and a computer program product for collecting turbulence information and automatically remotely reporting to a ground-based authority.
An aircraft may include a variety of sensors capable of detecting turbulence and reporting information regarding the turbulence to the pilot of the aircraft. However, this turbulence information is often not forwarded by the pilot to authorities on the ground, or it may be forwarded in a very subjective and ad-hoc manner.
A system may include a sensor for coupling with a vehicle configured for atmospheric flight. The sensor may be configured for detecting a turbulence event, where the turbulence event is at least one of experienced by the vehicle or occurs proximal to the vehicle during atmospheric flight. The system may also include a transmitter coupled with the sensor. The transmitter may be configured for automatically remotely transmitting data regarding the turbulence event to a ground based entity.
A system may include a transmitter for coupling with a sensor, the transmitter for automatically remotely transmitting data regarding a turbulence event to a ground based entity. The sensor may be coupled with a vehicle configured for atmospheric flight. The sensor may be configured for detecting the turbulence event, where the turbulence event is at least one of experienced by the vehicle or occurs proximal to the vehicle during atmospheric flight. The system may also include control programming for distinguishing the turbulence event from a non-turbulence event.
A computer program product may include a recordable-type signal bearing medium bearing computer usable code configured for receiving notification of a turbulence event, where the turbulence event is at least one of experienced by a vehicle configured for atmospheric flight or occurs proximal to the vehicle during atmospheric flight. The computer program product may also include a recordable-type signal bearing medium bearing computer usable code configured for distinguishing the turbulence event from a non-turbulence event. The computer program product may include a recordable-type signal bearing medium bearing computer usable code configured for automatically remotely transmitting data regarding the turbulence event to a ground based entity.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not necessarily restrictive of the present disclosure. The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate subject matter of the disclosure. Together, the descriptions and the drawings serve to explain the principles of the disclosure.
The numerous advantages of the disclosure may be better understood by those skilled in the art by reference to the accompanying figures in which:
Reference will now be made in detail to the subject matter disclosed, which is illustrated in the accompanying drawings.
Referring generally to
For the purposes of the present disclosure, turbulence may be defined as chaotic changes and/or agitation in the atmospheric circulation of fluid air traversed by the aircraft 102 or within range of the sensors 106. For instance, clear air turbulence is one specific kind of turbulence that may be experienced by the aircraft 102, such as when it flies through a region of warm air and cold air mixed together by wind, or the like.
In embodiments, a sensor 106 may include any type of reactive detecting device, measuring device, or other type of instrumentation capable of detecting, measuring, or otherwise indicating the presence of turbulence or a turbulence event as experienced by the aircraft 102. For example, in one embodiment, the sensor 106 may include an Attitude Heading Reference System (AHRS) 108. The AHRS AHR may be utilized to detect a turbulence event (and possibly its severity) by measuring acceleration utilizing accelerometers arranged along three orthogonal axes. In another embodiment, the sensor 106 may include an Inertial Reference System (IRS) 110. In a further embodiment, the sensor 106 may include an Inertial Navigation System (INS) 112. In a specific instance, the sensor 106 includes an angle of attack sensor 114 for detecting a pitch up/pitch down condition while the aircraft 102 maintains a particular altitude. This detected pitch up/pitch down condition may be indicative of turbulence. In this manner, the angle of attack sensor 114 may be utilized to detect turbulence experienced by the aircraft 102.
In other embodiments, a sensor 106 may include any type of predictive detecting device, measuring device, or other type of instrumentation capable of detecting, measuring, or otherwise indicating the presence of turbulence or a turbulence event proximal to the aircraft 102 or its flight path, while not necessarily experienced by the aircraft 102 itself. For the purposes of the present disclosure, turbulence or a turbulence event proximal to the aircraft 102 may be defined as turbulence predictable within a range detectable by the sensor 106. For example, the sensor 106 may be utilized to predict turbulence some distance away from the aircraft.
In embodiments, the sensor 106 may include radar, such as weather radar 116, capable of distinguishing between ride-quality and severe turbulence. In a specific instance, the weather radar 116 may have turbulence detection implemented by detecting and interpreting the motion of hydrometeors, such as rain, or the like. In embodiments, rain droplets moving in generally the same direction may be indicative of non-turbulent atmospheric conditions for a particular region, while rain droplets moving in many different directions may be indicative of turbulent atmospheric conditions. The velocity of the rain droplets may be determined by the weather radar 116 utilizing the Doppler Effect, or the like. In other embodiments, the relative motion of dust particles may be analyzed by the weather radar 116 to determine wind shear, which may be further correlated to turbulence. In other embodiments, the sensor 106 may include a cloud cover sensor 118. In one specific embodiment, the cloud cover sensor 118 may be implemented as an optical sensor; while in another embodiment, the cloud cover sensor 118 may be implemented as a radar sounder, or the like.
The aircraft 102 may include instrumentation for distinguishing a turbulence event from a non-turbulence event. For example, a specific turbulence event of a particular magnitude may cause different acceleration for a heavier aircraft than for a lighter aircraft. In embodiments, the sensor 106 may be coupled with a processor 120 and/or a memory 122 via a bus 124. The memory 122 (and possibly the processor 120) may be utilized to store one or more characteristics regarding the aircraft 102 (e.g., the weight of the aircraft), and the processor 120 may be utilized to analyze the turbulence event and determine its significance with regard to the one or more characteristics regarding the aircraft 102. For example, an acceleration of a particular magnitude for a heavy aircraft may be interpreted differently with regard to turbulence than the same acceleration for a lighter aircraft. Depending on the determined significance of the turbulence event it may or may not be transmitted to the ground based authority 104.
Alternatively, the ground based authority 104 may include instrumentation for distinguishing a turbulence event from a non-turbulence event. In embodiments, the ground based authority 104 may include a processor 126 and/or a memory 128 coupled via a bus 130. The memory 128 (and possibly the processor 126) may be utilized to store one or more characteristics regarding the aircraft 102 (e.g., the weight of the aircraft), and the processor 126 may be utilized to analyze the turbulence event and determine its significance with regard to the one or more characteristics regarding the aircraft 102. For example, an acceleration of a particular magnitude for a heavy aircraft may be interpreted differently with regard to turbulence than the same acceleration for a lighter aircraft. Depending on the determined significance of the turbulence event it may or may not be stored or marked as authoritative by the ground based authority 104.
In embodiments, the processor 120 and/or the memory 122 of the aircraft 102, and/or the processor 126 and/or the memory 128 of the ground based authority 104 may be utilized for checking one or more turbulence events for consistency, such as identifying when a turbulence event may be a statistical outlier. In embodiments, the turbulence event may or may not be transmitted by the aircraft 102, and may or may not be stored or marked as authoritative by the ground based authority 104 based upon a consistency check. One instance in which a consistency check may identify a statistical outlier may include an instrument malfunction.
The aircraft 102 may include a transmitter 132 for automatically remotely transmitting information regarding turbulence and/or a turbulence event to a receiver 134 of the ground based entity 104. The transmitter 132 may be implemented utilizing one or more data links, such as an Ultra High Frequency (UHF) transmitter, a Very High Frequency (VHF) transmitter, a High Frequency (HF) transmitter, a Satellite Communications (SATCOM) system, Automatic Dependent Surveillance-Broadcast (ADS-B) out equipment (e.g., a Mode-S transponder), or the like. The receiver 134 may also be implemented utilizing one or more data links, such as an Ultra High Frequency (UHF) receiver, a Very High Frequency (VHF) receiver, a High Frequency (HF) receiver, a Satellite Communications (SATCOM) system, Automatic Dependent Surveillance-Broadcast (ADS-B) in equipment (e.g., a Traffic Collision Avoidance System (TCAS) II), or the like. In embodiments, the ground based entity 104 may include a weather facility 138, a public/private repeater/rebroadcaster 140, a control tower 142, an air traffic facility 148 (e.g., an approach control, a departure control, and/or a regional control), a private receiver 150 (e.g., an airline operation and/or a meteorological organization), or the like. Further, the ground based entity 104 may include a transmitter 136 for retransmitting the information regarding turbulence to other aircraft, or the like. In embodiments, the ground based entity 104 may transmit turbulence information via the transmitter 136 to a receiver 152 on the aircraft 100. Additionally, the ground based entity 104 may include a network interface 144 for transmitting the information regarding turbulence across a network 146, such as the Internet, an internet, an intranet, an Ethernet, or the like.
In embodiments, the transmitter 132 is configured for automatically remotely transmitting information regarding at least one other event of meteorological significance to the receiver 134 of the ground based entity 104. For example, the transmitter 132 may automatically transmit other information, including wind speed, cloud cover, icing conditions, a humidity condition, a hail condition, a lightning condition, a temperature condition, a weather condition, a pressure condition, or the like.
The transmitter 132 may be further configured for automatically remotely transmitting additional data associated with the turbulence event. The additional data may include time data, location data, altitude data, speed data, heading data, attitude data, body acceleration data, or any other data available on the aircraft that could assist in interpreting the provided information on detected turbulence. Further, at least a portion of the transmitted data may be encrypted. This may be a feature of the data link connecting the aircraft to the ground based authority, and the encryption may be utilized to encrypt the location of the aircraft 102, delocalizing the data and making it less useful for an unauthorized third party. The transmitter and/or the receiver may utilize various techniques for encrypting the data, including a public key/private key encryption scheme, or the like. Further, the transmitter 132 may be configured for automatically remotely transmitting authentication data for verifying that the turbulence data and/or additional information was transmitted by a known good source of data.
In embodiments, the aircraft 102 may include instrumentation 144 connected to the sensor 106 (e.g., via the bus 124) for enunciating the turbulence event (and possibly its significance) to the flight crew, as well as disseminating the information by data link to a ground station. The instrumentation 144 may include a flight deck display, or the like.
It is believed that the present disclosure and many of its attendant advantages will be understood by the foregoing description, and it will be apparent that various changes may be made in the form, construction and arrangement of the components without departing from the disclosed subject matter or without sacrificing all of its material advantages. The form described is merely explanatory, and it is the intention of the following claims to encompass and include such changes.
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