Patent Application
20190322389
The present disclosure relates generally to airplane and, in particular, to reconfiguring an airplane. Still more particularly, the present disclosure relates to methods and apparatus for modifying an airplane interior.
The subject matter disclosed in some detail below is directed to systems and methods for rapidly and inexpensively creating airplane interior modification packages with sufficient engineering and architectural detail, including cost information, for use in the creation of proposals (including the total cost of the proposed modifications). In particular, the system is configured to enable an airline to interactively modify airplanes to reconfigure their interiors based on options selected from airplane interior parts catalogs specific to each airplane type (an airplane model may include airplanes of multiple types). The system is further configured to enable the airplane modification service provider to create a complete modification package with drawings, documentation and renderings, if applicable, based on the features and options selected by the airline.
Although various embodiments of systems and methods for creating airplane interior modification packages and associated proposals including the total cost of the proposed modifications will be described in some detail below, one or more of those embodiments may be characterized by one or more of the following aspects.
One aspect of the subject matter disclosed in detail below is a method for modifying an airplane interior, comprising the following steps: (a) receiving first digital data representing a selection by a user interacting with a first graphical user interface of a specific airplane with an initial interior configuration; (b) receiving second digital data representing selections by a user interacting with a second graphical user interface of parts to be removed from and parts to be added to the initial interior configuration of the specific airplane to create a modified interior configuration; (c) extracting change results data identifying parts selected for removal and parts selected for addition from the second digital data; and (d) creating a modification package that includes documentation relevant to removing or adding the parts identified by the change results data.
Another aspect of the subject matter disclosed in detail below is a system for automated reconfiguration of an airplane interior, comprising a computer system comprising a processor, a network interface communicatively coupled to the processor, and a non-transitory tangible computer-readable storage medium communicatively coupled to the processor. The non-transitory tangible computer-readable storage medium contains a first database comprising digital data representing part numbers of parts incorporated in initial interior configurations of a multiplicity of airplanes and a second base comprising digital data representing identities of drawings and documents relevant to the initial interior configurations of the multiplicity of airplanes. The processor is configured with executable code for performing the following operations: (a) receiving first digital data representing user selections of a specific airplane type and a specific airplane of the specific airplane type by a user at a client station that is connected to the network interface via a network; (b) retrieving from the first database second digital data representing part numbers for parts included in the initial interior configuration; (c) receiving third digital data representing user selections of parts to be removed from and parts to be added to an initial interior configuration of the specific airplane; (d) retrieving from the first database fourth digital data representing part numbers for parts included in a modified interior configuration of the specific airplane derived by removing the selected parts from and adding the selected parts to the initial interior configuration; (e) extracting fifth digital data from the second digital data which has no matching digital data in the fourth digital data, the fifth data representing the part numbers of the parts to be removed; (f) extracting sixth digital data from the fourth digital data which has no matching digital data in the second digital data, the sixth data representing the part numbers of the parts to be added; (g) searching the second database for identities of drawings and documents relevant to the removal of the parts to be removed; (h) searching the second database for identities of drawings and documents relevant to the addition of the parts to be added; and (i) generating a human-readable report listing the identities of drawings and documents found in steps (g) and (h).
A further aspect of the subject matter disclosed in detail below is a method for determining a value of a parameter that varies as a function of a reconfiguration of an airplane interior, comprising: (a) interacting with a user interface presented on a display screen to select a specific airplane type and a specific airplane of the specific airplane type, which specific airplane has an initial interior configuration; (b) interacting with the user interface to select parts to be removed from and parts to be added to the initial interior configuration of the specific airplane to create a modified interior configuration; (c) retrieving from a database first data representing part numbers for parts included in the initial interior configuration; (d) retrieving from the database second data representing part numbers for parts included in the modified interior configuration; (e) comparing the first data to the second data to extract change results data identifying parts selected for removal and parts selected for addition; (f) electronically computing a value of a parameter associated with implementation of modifications embodying the modified interior configuration based in part on the change results data; (g) preparing a proposal that includes the computed parameter value; and (h) delivering the proposal to a recipient. The computed parameter value is one of the following: total cost or total labor hours of the reconfiguration or total weight of the specific airplane after reconfiguration.
Other aspects of systems and methods for creating airplane interior modification packages and associated proposals are disclosed below.
The features, functions and advantages discussed in the preceding section can be achieved independently in various embodiments or may be combined in yet other embodiments. Various embodiments will be hereinafter described with reference to drawings for the purpose of illustrating the above-described and other aspects. None of the diagrams briefly described in this section are drawn to scale.
Reference will hereinafter be made to the drawings in which similar elements in different drawings bear the same reference numerals.
The cabin interior arrangement, architectural details and the amenities that passengers experience on airplane flights influence their preference of airlines to travel with and can be a competitive advantage to airlines, and are therefore an important investment. Before modifying existing airplane interiors, airlines typically prefer to evaluate several different configuration options in order to compare esthetics, utility and costs. The relevant drawings and documentation supporting the proposed modification are typically included in a modification package that is sent to the airline by the entity that will provide the modification service. That modification package includes information that can be used to provide an estimate of total cost for inclusion in a proposal from the airplane modification service provider to the airline. For example, a modification package may include a statement of work
The creation of airplane modification packages is currently a very manual process of looking through data and drawings. The artifact is a large binder with the collection of drawings and documentation relevant to the actual modification or retrofit. It would be beneficial to make this process less time consuming, thereby increasing the availability of this process as a service to airlines. In addition, an improved process for creating modification packages would facilitate the development of proposals for interior reconfigurations with sufficient detail, including costs, for consideration by the airline. Such an improved process for creating modification packages may also have application in the modification of interiors of cruise ships.
Illustrative embodiments of systems and methods for creating airplane interior modification packages and associated proposals are described in some detail below. However, not all features of an actual implementation are described in this specification. A person skilled in the art will appreciate that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming, but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.
Airplanes that are purchased by customers may have different configurations. When a customer considers purchasing a particular model of an airplane, that model may have different versions from which the customer may select. After selecting a model and version of an airplane, the customer may also customize a particular version of the chosen airplane model. For example, when a customer selects a passenger version of an airplane, the customer also may pick various options for that version of the airplane. For example, the customer may pick options relating to galleys, lavatories, attendant seating, passenger seating, landing gear, engines, and other suitable options. Depending on the options selected, designs are generated for those customer-selected options.
With the selection of options, a design is generated for the customer-selected option. The design for the option is put through a process to certify the option as being airworthy. In other words, a process is followed to obtain a certification that the option meets regulations governing the airworthiness of the airplane. For example, the Federal Aviation Administration (FAA) propagates regulations for certifying the airworthiness of an airplane. These requirements include certifying designs for an airplane. These designs include those for customer-selected options.
Computing applications are available to help configuration engineers more accurately and efficiently configure the new airplanes purchased by operators (e.g., airlines). Called a “configurator”, this application reduces the complexity and time involved in defining the airplane configuration. The configurator application enables a rapid analysis of all operator-ordered changes to ensure technical compatibility and completeness. More specifically, the configurator application reduces the time required to select and validate options for the operator's configuration, replacing lengthy manual searches for information with real-time, online searches. It also provides the most accurate and current data available, including up-to-date prices and weights, which should help ensure the accuracy of data used throughout airplane production.
Finding options to meet an operator's business requirement often meant the airplane configuration engineer would have to manually search catalogs or other documents, or consult with another engineer to request further investigation. The configurator application makes this information more readily available to the operator, providing the opportunity to make faster, better informed decisions. The configurator application does this through a library of available options that can be searched easily and quickly using many different criteria. These criteria include specific part numbers, key words that might appear in the option title, and even part descriptions. The airplane configuration engineer can easily record airplane-specific configuration data into the operator's file during the configuration discussion. Using telecommunication capabilities and real-time data entry during the configuration discussion, an operator's encrypted configuration data will be able to be sent back quickly for entry into the pricing and offerability process. The result is a much faster turnaround time for a proposal to the operator.
There is a significant differentiation between completing a configuration for a new airplane and a modification of an existing airplane. A modification for an existing airplane is constrained by the same engineering rules that constrained the configuration of the new airplane, in addition to rules driven by pre-existing designs. Developing a configuration for a modification of an existing plane is constrained by design decisions made when the airplane is first configured as well as other preceding modifications made to the airplane. A modified airplane is constrained by the current configuration and the implications of that design in addition to the standard design constraints.
For example, a new airplane may be constrained such that the configuration of an aft lavatory is constrained by the spatial dimensions of the interior fuselage. On a modified airplane, in addition to being spatially constrained by the dimensions of the interior fuselage, the installation of an aft lavatory may also be constrained by the addition of an adjacent aft galley and existing electrical and water interfaces.
The computer system 100 comprises a network interface 114 for transmitting and/or receiving information from a remote server station (not shown in
The display processor 120 processes data received via the network interface 114 to facilitate the display of that data on a display unit 110. The display unit 110 may be configured to present or otherwise display information to a user. Suitable examples include a liquid crystal display, light-emitting diode display, plasma display panel or the like. The displayed data may include a layout of passenger accommodations (LOPA) for an airplane, three-dimensional (3-D) model visualizations of the interior of an airplane or video tours of the of the interior of an airplane, depending on what data the user of the client system 10 has requested from the remote airplane modification server.
If the user has requested a 3-D model visualization of one or more parts of an airplane interior, the graphics processor 108 processes the received 3-D model data and sends the processed data to the display processor 120 for display. If the user has requested a video tour of the interior of an airplane, the video processor 118 processes the received video image data and sends the processed data to the display processor 120 for display. The various processors identified in
A processor is generally any piece of computer hardware that is capable of executing computer programs that process data (e.g., a 3-D model visualization application). A processor may comprise electronic circuits, some of which may be packaged as an integrated circuit (e.g., a chip) or multiple interconnected integrated circuits. Each processor may be configured to execute computer programs, which may be stored onboard the processor or otherwise stored in a memory as computer-readable program code. In alternative embodiments, the processor may be embodied as or otherwise include one or more application-specific integrated circuits, field-programmable gate arrays or the like.
Still referring to
The computer system 100 further comprises an input device interface 124 that is configured to convert signals generated by an input device 112 in response to inputs by a user into electrical signals. The input device 112 may be wired or wireless, and may be configured to receive information from a user into the client system 10, such as for processing, storage and/or display. Examples of suitable user input devices include a mouse, microphone, image or video capture device, keyboard or keypad, joystick, touch-sensitive surface (separate from or integrated into a touchscreen), biometric sensor or the like.
In particular, the computer system 100 is configured to perform functions that enable a user to interact with the airplane interior reconfiguration server 8 via the Internet 20 or some other network for the purpose of reconfiguring the interior of a specific airplane. The airplane interior reconfiguration server 8 (see
Referring again to
In the first step of the process, the user enters the web address or key words identifying the airplane interior reconfiguration server 8 into a URL or search field produced by a web browser on the client system 10. In response to receipt of a request for service from the client system 10, the airplane interior reconfiguration server 8 downloads a user authentication web page to the client system. The user inputs a customer name and password, as result of which another web page is downloaded that presents the user with various selectable options identified by clickable fields labeled “Models”, “Scenarios”, Catalog” and “Help” on the toolbar. The “Models” web page is also displayed. This web page has fields for enabling the user to select an airplane model (e.g., the 737 NG) by entering an airplane model identifier in a field.
In response to the user selecting a particular airplane model, an “Effectivity Selection” web page corresponding to that particular airplane model is downloaded from the airplane modification server 8. Methods for defining and managing the relationship of variants to a product family exist. One such method is termed the “effectivity method”. Traditional effectivity defines which parts go into each end product configuration. In the present context, the effectivity is an alphanumeric identifier that identifies an airplane type (an airplane model may include airplanes of multiple types) that includes airplanes of a particular model that have some common interior parts.
Following the selection of the specific airplane whose interior is to be reconfigured, the user may click on the aforementioned “Scenarios” field, in response to which a drop-down list appears. That drop-down list identifies various scenarios that the user can select, including a scenario “Reconfigure my interior”. In response to the user selecting the “Reconfigure my interior” option, the airplane interior reconfiguration server 8 retrieves the previous configuration data (hereinafter “initial interior configuration data”) for that specific airplane from a database and then sends the initial interior configuration data to the client system 10 (step 54 in
The airplane interior reconfiguration server 8 is further configured to determine which options/modules specific to the cabin interior being reconfigured were previously accepted (step 56 in
The airplane interior reconfiguration server 8 is further configured to then retrieve from a database the part numbers for all parts tied to the options originally selected by the customer (step 58 in
Returning attention to the user at the client system 10, the initial interior configuration data presented on the display screen 11 may take the form of an interactive Layout of Passenger Accommodations (LOPA). A representative interactive LOPA zone 28 is depicted in
The user then interacts with the user interface to select parts to be removed from and added to the initial interior configuration of the specific airplane. The result of these deletions and additions will be referred to hereinafter as the “modified interior configuration” and the digital data representing the numbers of the parts that are included in the modified interior configuration will be referred to hereinafter as “modified interior configuration data”.
Presented with the interactive LOPA zone 28, the user can begin the process of reconfiguring the interior of the specific airplane (step 62 in
Interior design for configurable spaces, including passenger vehicles such as airplanes, requires adherence to numerous standards and rules. For example, in the United States, the Federal Aviation Administration imposes restrictions on commercial airliners regarding the number of doors, distance between doors and seats or other landmarks, and width of aisles. The airplane interior reconfiguration server 8 has access to a database that stores digital data representing fixed design constraint rules that are applicable to the specific airplane. These fixed design constraint rules include governmental rules, industry standards, manufacturer standards, and constraints based on the specific airplane model, or based on any specific monument to be placed within the specific airplane. In other words, the configurator hosted by the airplane interior reconfiguration server 8 is able to enforce the fixed design constraint rules when the user submits a modified interior configuration for a specific airplane.
In particular, the airplane interior reconfiguration server 8 is configured to determine whether any of the fixed design constraint rules are violated by the modified interior configuration (step 66 in
The initial configuration parts tree 150 and the modified configuration parts tree 150 each include a root node 154 identifying a parts category named “Interiors”, a child node 156 identifying a parts subcategory named “Lavatories”, a child node 158 identifying a parts subcategory named “Seats”, and a child node 160 identifying a parts subcategory named “Galleys”.
The initial configuration of the airplane interior as represented by the initial configuration parts tree 150 includes the following lavatories: a forward right lavatory identified by Part Number L41XA1234567 in a child node 162 and a forward left lavatory identified by Part Number L41XA3456789 in a child node 164. Both child nodes 162 and 164 are children of child node 156. The initial configuration of the airplane interior as represented by the initial configuration parts tree 150 further includes business class seats identified by Part Number B41XA1234567 in a child node 166 which is a child of child node 158. The initial configuration of the airplane interior as represented by the initial configuration parts tree 150 also includes a large aft gallery identified by Part Number G41XA1234567 in a child node 168 which is a child of child node 160. The large aft gallery in turn includes the following parts: a cart identified by Part Number G41XA1234567-1 in a child node 170, containers identified by Part Number G41XA1234567-2 in a child node 172, and a beverage maker identified by Part Number G41XA1234567-3 in a child node 174. All of child nodes 170, 172 and 174 are children of child node 168.
Similarly, the modified configuration of the airplane interior as represented by the modified configuration parts tree 152 includes the following lavatories: an aft left lavatory identified by Part Number L41XA2345678 in a child node 176 and a forward left lavatory identified by Part Number L41XA3456789 in a child node 178. Both child nodes 176 and 178 are children of child node 156. The modified configuration of the airplane interior as represented by the modified configuration parts tree 152 further includes economy class seats identified by Part Number S41XA1234567 in a child node 180 which is a child of child node 158. The economy class seats are equipped with in-flight entertainment seat monitors identified by Part Number S41XA1234567-1 in a child node 182 which is a child of child node 180. The modified configuration of the airplane interior as represented by the modified configuration parts tree 152 also includes a small aft right gallery identified by Part Number G41XA1234567 in a child node 168 which is a child of child node 160. The large aft gallery in turn includes the following parts: a cart identified by Part Number G41XA1234567-1 in a child node 170, containers identified by Part Number G41XA1234567-2 in a child node 172, and a beverage maker identified by Part Number G41XA1234567-3 in a child node 174. All of child nodes 170, 172 and 174 are children of child node 168.
As previously mentioned, during the exemplary airplane interior reconfiguration process summarized in
The airplane interior reconfiguration server 8 (see
Following the extraction of the change results data, the airplane interior reconfiguration server 8 sends an .html file to the client system 10 containing instructions for the display of an airplane interior modifications page 40 (shown in
The airplane interior reconfiguration server 8 is further configured to electronically search a drawings/documents database for the identities of all drawings and documents relevant to removing or adding the interior parts identified by the change results (step 70 in
The airplane interior reconfiguration server 8 is further configured to electronically compute a total cost associated with implementing the modifications that embody the modified interior configuration, prepare a proposal that includes the total cost, and deliver the proposal (separate from or together with the modifications package) to the owner or operator of the specific airplane, which proposal the owner or operator may either accept or reject.
For the sake of illustration, it may be assumed the remote server system has the architecture depicted in
In accordance with one embodiment, the system for automated reconfiguration of an airplane interior comprises the processor 102, the network interface 114 communicatively coupled to the processor 102, and a non-transitory tangible computer-readable storage medium (storage unit 104) communicatively coupled to the processor 102, wherein the non-transitory tangible computer-readable storage medium contains a first database comprising digital data representing part numbers of parts incorporated in initial interior configurations of a multiplicity of airplanes and a second base comprising digital data representing identities of drawings and documents relevant to the initial interior configurations of the multiplicity of airplanes. In addition, the processor is configured with executable code for performing the following operations: (a) receiving first digital data representing user selections of a specific airplane type and a specific airplane of the specific airplane type by a user at a client station that is connected to the network interface via a network; (b) retrieving from the first database second digital data representing part numbers for parts included in the initial interior configuration; (c) receiving third digital data representing user selections of parts to be removed from and parts to be added to an initial interior configuration of the specific airplane; (d) retrieving from the first database fourth digital data representing part numbers for parts included in a modified interior configuration of the specific airplane derived by removing the selected parts from and adding the selected parts to the initial interior configuration; (e) extracting fifth digital data from the second digital data which has no matching digital data in the fourth digital data, the fifth data representing the part numbers of the parts to be removed; (f) extracting sixth digital data from the fourth digital data which has no matching digital data in the second digital data, the sixth data representing the part numbers of the parts to be added; (g) searching the second database for identities of drawings and documents relevant to the removal of the parts to be removed; (h) searching the second database for identities of drawings and documents relevant to the addition of the parts to be added; and (i) generating a human-readable report listing the identities of drawings and documents found in steps (g) and (h). In this example, the fifth and sixth digital data can be combined to form the dataset which was previously referred to as “change results data”.
The system and method disclosed above may be employed in an airplane manufacturing and service method 200 as shown in
Each of the processes of method 200 may be performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer). For the purposes of this description, a system integrator may include without limitation any number of airplane manufacturers and major-system subcontractors; a third party may include without limitation any number of venders, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, and so on.
As shown in
Apparatus and methods embodied herein may be employed during one or more of the stages of the production and service method 200. One or more of apparatus embodiments, method embodiments, or a combination thereof may be utilized while the airplane 202 is in service, for example and without limitation, during maintenance and service 216. For example, an airplane interior may be reconfigured during routine maintenance and service 216 using the methodology disclosed herein.
While systems and methods for creating airplane interior modification packages with sufficient engineering and architectural detail, including cost information, have been described with reference to various embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the teachings herein. In addition, many modifications may be made to adapt the teachings herein to a particular situation without departing from the scope thereof. Therefore it is intended that the claims not be limited to the particular embodiments disclosed herein.
The embodiments disclosed above use one or more computer systems. As used in the claims, the term “computer system” comprises a single processing or computing device or multiple processing or computing devices that communicate via wireline or wireless connections. Such processing or computing devices typically include one or more of the following: a processor, a controller, a central processing unit, a microcontroller, a reduced instruction set computer processor, an application-specific integrated circuit, a programmable logic circuit, a field-programmable gated array, a digital signal processor, and/or any other circuit or processing device capable of executing the functions described herein. The above examples are exemplary only, and thus are not intended to limit in any way the definition and/or meaning of the term “computer system”.
The methods described herein may be encoded as executable instructions embodied in a non-transitory tangible computer-readable storage medium, including, without limitation, a storage device and/or a memory device. Such instructions, when executed by a processing or computing system, cause the system device to perform at least a portion of the methods described herein.
The process claims set forth hereinafter should not be construed to require that the steps recited therein be performed in alphabetical order (any alphabetical ordering in the claims is used solely for the purpose of referencing previously recited steps) or in the order in which they are recited unless the claim language explicitly specifies or states conditions indicating a particular order in which some or all of those steps are performed. Nor should the process claims be construed to exclude any portions of two or more steps being performed concurrently or alternatingly unless the claim language explicitly states a condition that precludes such an interpretation.
