Patent Application
20170076611
During the course of a flight, a pilot receives many uplinked messages from an air traffic controller depending on different parameters and conditions. The controller basically sends any required data to the aircraft to fly in a safer zone. For example, the controller can ask the pilot to fly the aircraft at a particular altitude, speed, heading, or the like. Such constraints defined by the controller are uplinked through datalink communications, and are then inserted or loaded into the active flight plan in the aircraft.
When an air traffic control (ATC) uplink message is sent to an aircraft, the uplink message is statically validated (format, range of values, etc.) and may be loaded automatically when received or after acceptance by the pilot, depending on the aircraft system architecture. In some cases, loading can include a flight plan system static validation such as by a flight management system (FMS). After the uplink message is accepted, an acknowledgement indicating acceptance is sent to the controller. As the pilot can load an uplink message at any point after acceptance, any elapsed time can change the conditions applicable to the uplink message.
A system and method for dynamically validating uplink messages during flight are provided. The system comprises at least one processing unit in an aircraft, and at least one communication device in the aircraft that is operatively connected to the processing unit. The communication device is configured to receive uplink messages from a ground air traffic control (ATC) center, and transmit downlink messages to the ground ATC center. The system also includes a human machine interface (HMI) in the aircraft that is operatively connected to the processing unit. The HMI is configured to receive input from a user and display information to the user. One or more data sources that provide dynamic information are in operative communication with the processing unit. The processing unit is configured to determine whether an ATC uplink message is acceptable based on analysis of the dynamic information from the one or more data sources.
Features of the present invention will become apparent to those skilled in the art from the following description with reference to the drawings. Understanding that the drawings depict only typical embodiments and are not therefore to be considered limiting in scope, the invention will be described with additional specificity and detail through the use of the accompanying drawings, in which:
In the following detailed description, embodiments are described in sufficient detail to enable those skilled in the art to practice the invention. It is to be understood that other embodiments may be utilized without departing from the scope of the invention. The following detailed description is, therefore, not to be taken in a limiting sense.
A system and method is provided for dynamically validating uplink messages such as air traffic control (ATC) messages during the course of an aircraft flight. As a time elapsed condition with respect to inside or outside of the aircraft can change, the present system provides dynamic validation of uplink information with a mechanism that uses dynamic information and any constraints restriction in the validation process.
The present approach provides for dynamically validating uplink messages received by an aircraft using dynamic data to determine if it is suitable (e.g., safe, efficient, or acceptable) to execute one or more uplink constraints in the uplink messages. Exemplary uplink constraints that can be executed for the aircraft include a new altitude, a new speed, a new direction, a new route (e.g., FMS flight planning), and the like, or any combination of constraints. If acceptable, the one or more uplink constraints are executed into a flight plan of the aircraft, a mode control panel, or the like.
The present method can be implemented as separate logic in at least one processing unit located in the aircraft. For example, the processing unit can be part of a flight management system (FMS), a communication management function (CMF), or a communications management unit (CMU), located in the aircraft.
The processing unit takes inputs from various sources of dynamic information, including the flight plan, aircraft location, any requested changes to the flight plan from ATC, weather (e.g., directly from radar, or from a separate ground link), and the like. The dynamic information aids in providing accurate feedback, allowing the present method to determine if the uplink message is acceptable, or if an alternate change is necessary. The uplink message can include, for example, one or more of a requested course, altitude, heading, or speed for the aircraft.
For example, when an aircraft is flying between waypoints, the processing unit analyzes the received dynamic information, and predicts whether an uplink constraint is acceptable in view of the current information. A visual indication is then shown on a human machine interface (HMI) as to whether the uplink constraint is acceptable or unacceptable. If acceptable, the uplink constraint is safe to be loaded and executed into a flight plan of the aircraft, a mode control panel, or the like. If the uplink constraint is not acceptable, the processing unit predicts and generates a suitable downlink request for a new constraint that can be sent to the ground center by the pilot for approval.
The present approach is particularly useful in cases where ATC messages age as the flight progresses. For example, if a potential weather issue arises based on radar information, the present system can determine a suitable alternative to get around the weather issue. In addition, a request from the pilot to ATC can be automatically set up by the present system, such as to keep the current flight plan or change to a different flight plan, thereby reducing required communications during the flight.
The present method can be employed in connected aircraft scenarios (connected Wx, for example) where a more dynamic aircraft-side decision making process is needed. As the airline industry is moving from ATC to ATM (Air Traffic Manager), the method can be implemented as part of ATM.
In another aspect, the present system and method also provide for rendering of uplink or downlink messages on a situation display in the aircraft. For example, when an initial ATC uplink is accepted by the pilot, the HMI can show the text of the uplink information that is pending and waiting to be executed. An associated situation display in the aircraft can show the pending uplink information with a distinguishing color and/or symbology, indicating that the ATC uplink is pending and needs pilot action. In one implementation, an uplink constraint value can be shown on the situation display against any existing constraint value with a particular color and indication to the pilot that the constraint value is yet to be executed. Adding any pending constraints to the situation display helps the pilot to view the pending constraints along with existing data. In another embodiment, a visual representation can be rendered on the situation display showing that an uplink message is acceptable or unacceptable.
As the pilot views the situation display at regular intervals, providing graphical and/or textual indications with defined symbology of pending constraints enables the pilot to not miss any constraints that need to be executed into an active flight plan, thereby helping to increase situational awareness. Providing the pilot with such awareness when viewing the situation display produces a more robust navigation system.
Further details of the present system and method are described hereafter with reference to the drawings.
The processing unit 110 can be implemented in an FMS, CMF, CMU, or other independent system in the aircraft. The processing unit 110 includes or functions with software programs, firmware, or other computer readable instructions for carrying out various methods, process tasks, calculations, and control functions, which are used in providing aerospace message screens to a user and transmitting user selected messages as described herein.
The communication device 112 can be a radio transceiver, or a communication management unit in the aircraft that is connected to a communication radio (i.e., transceiver). The communication device 112 is configured to receive uplink messages from a ground ATC center, and transmit downlink messages to the ground ATC center. For example, communication device 112 can be used to communicate Controller Pilot Data Link Communications (CPDLC) messages between the ATC center and the aircraft.
The HMI 114 is located in the aircraft cockpit and is configured to receive input from a user such as a pilot, and display information to the user. The HMI 114 can be a control display unit (CDU), a multifunction control and display unit (MCDU), a multi-input interactive display unit (MIDU), or a multi-function display (MFD), for example. The HMI 114 can display various uplink, downlink, and system generated messages. The HMI 114 enables a user to navigate an onscreen menu structure, to respond to messages and/or to enter data.
The situation display 116 is also located in the aircraft cockpit, and is configured to generate a visual representation of a flight plan of the aircraft, as well as provide additional flight information. The situation display 116 can be, for example, a navigation display, a vertical situation display, or the like.
The data sources 118 for providing dynamic information include sources of weather data, air traffic data, fuel data, aircraft performance data, active flight plan data, or the like. Other exemplary sources of dynamic information include various ATC services such as digital Notice to Airmen (NOTAM), Temporary Flight Restriction (TFR), System Wide Information Management (SWIM), 4D Flight Plan Data (4D), 4D Trajectory Data Link (4D TRAD), Traffic Collision Avoidance System (TCAS), Automatic Dependency Surveillance-Broadcast (ADS-B), digital Flight Information Service (D-FIS), Terminal Weather Information for Pilots (TWIP), Digital Automatic Terminal Information Service (D-ATIS), reduced vertical separation minimum data, as well as any other available dynamic information.
In one embodiment, processing unit 110 is configured to determine whether an uplink constraint is acceptable based on analysis of the dynamic information from data sources 118. For example, when the aircraft is flying between waypoints, the processing unit 110 compares actual and predicted weather information, air traffic data, and other dynamic information, and predicts whether the uplink constraint is acceptable against the current information. A visual indication is then displayed on HMI 114 as to whether the uplink constraint is acceptable or not. If acceptable, the uplink constraint can be executed. If the uplink constraint is not acceptable, processing unit 110 predicts and generates a suitable downlink request for a new constraint that can be sent to the ATC center by the pilot for approval.
In another embodiment, processing unit 110 can be configured to generate a visual representation on situation display 116 of a pending uplink constraint that is cleared for executing into the flight plan of the aircraft. The processing unit 110 can also generate a visual representation on situation display 116 of a downlink request sent to the ATC center. This embodiment can be employed with, or separately from, the embodiment for validating messages during flight of an aircraft
If the uplink message is determined to be unacceptable, a validation report is generated (block 216) and shown on HMI 114. The validation report includes a visual indication to the pilot that the uplink message is not acceptable to execute, such as “UNACCEPTABLE” (block 218). One or more alternative predictive requests are also displayed (block 220) for selection by the pilot to be sent to the ground center. A downlink request is then generated (block 222) by processing unit 110 based on the selection made by the pilot, and the downlink request is sent to the ground center (ATC) for consideration (block 224). An uplink response is then sent back to the aircraft from the ground center (block 226), confirming that the alternative predicted request is safe to execute subject to pilot review or further acceptance check.
If uplink validation unit 312 determines that the uplink message information is acceptable, then the HMI displays “ACCEPTABLE” with a coordinated universal time (UTC) timestamp (block 330). If uplink validation unit 312 determines that the uplink message information is not acceptable, a validation report is generated (block 332), and the HMI displays an indication of “UNACCEPTABLE” conflicts (block 334), for example. The validation report can also display different choices for further action, such as contact ATC center (block 336), and alternative predictive request (block 338).
When alternative predictive request is selected, method 300 provides a list of alternative requests, with time to execute and wind data, for example (block 340). The pilot can then select one of the alternative requests for further action at 342. After selection, an ATC request is built with automatically filled data on an ATC request page (block 344). The ATC request is then sent to a ground center (ATC) (block 350). The ground center also receives the “contact ATC center” message from block 336 when selected. A response from the ground center is then sent back to the aircraft with a clearance having instructions that match the ATC request that can be executed after pilot review and confirmation (block 352).
An example implementation of a system to compute and validate an ATC loadable uplink message during the course of flight is described as follows. An exemplary flight plan for an aircraft, with A-F being the various waypoints along the flight path, can be expresses as:
A (3000 FT)→B (4000 FT)→C (5000 FT)→D (7000 FT)→E (8000 FT)→F (4000 FT).
In this example, the aircraft is currently flying the “B” waypoint at 4000 feet, and the ATC controller receives a bad weather report from a weather center. The report indicates that at the “E” waypoint at 8000 feet, a bad weather condition exists. Due to this condition, the ATC controller asks the aircraft to fly in a safer zone by providing a safe altitude at 7000 feet in an uplink message. When the uplink message is accepted, the pilot has the option to execute the uplink message at a later stage of the flight, since the “E” waypoint is still a ways along the flight path.
The present system provides a situational data display that depends on the dynamic condition of the aircraft flight. When the aircraft reaches the “D” waypoint, for example, the processing unit will start predicting whether the uplink altitude is still acceptable for the current position by getting the actual and predicted wind data, and other relevant information from one or more sensors, to give the output that the uplink altitude is safe to fly, or to notify the pilot that a request for a new altitude is needed.
The processing unit is implemented with logic that compares the uplink information with dynamic information from various data sources, and predicts whether the uplink information is acceptable. In one approach, a validation report is displayed directly on an uplink page of control display unit 410. For example, once an initial uplink is accepted, if the uplink is determined to be unacceptable, control display unit 410 can show a text message indicating the uplink is not acceptable, such as “UNACCEPTABLE ALT AT 24000 FT NOW” on screen 412, as depicted in
The pilot can then send an automatic message to the ATC ground center with the current information and a request for a new clearance altitude. For example, control display unit 410 can show the request, such as “AT POWEL REQUEST ALT 230 FL” on screen 412, as depicted in
If the initial uplink is determined to be acceptable, display unit 410 can show a text message indicating the same, such as “ACCEPTABLE ALT AT 24000 FT NOW” on screen 412, as depicted in
For example, if the uplink is unacceptable, a selectable list is shown on screen 512, such as “CONTACT ATC CENTER”, “CROSS AT FL240 CONFLICTS APPEARS”, and “ALTERNATIVE PREDICTED REQUESTS” as depicted in
Once the pilot selects the desired request from the list of alternative predicted requests, the processing unit automatically builds a request that is ready to send to the ground center. An exemplary built request that is ready to send is shown on screen 512 of control display unit 510 in
Again, if the initial ATC uplink is determined to be acceptable, control display unit 510 can show a message that the uplink is acceptable. The pilot can then proceed with executing the uplink.
As described previously, a visual representation can be generated on the situation display of an aircraft to show a pending uplink constraint, or a downlink request sent to the ground center. The uplink constraint or downlink request can be shown against any existing constraint value on the situation display, with a particular color and symbology for the uplink constraint or downlink request.
After the downlink request is sent to the ground center, an ATC controller will approve the request or send a new constraint to the aircraft. For example, as illustrated in
A computer or processor used in the present system and method can be implemented using software, firmware, hardware, or any appropriate combination thereof, as known to one of skill in the art. These may be supplemented by, or incorporated in, specially-designed application-specific integrated circuits (ASICs) or field programmable gate arrays (FPGAs). The computer or processor can also include functions with software programs, firmware, or other computer readable instructions for carrying out various process tasks, calculations, and control functions used in the present method and system.
The present methods can be implemented by computer executable instructions, such as program modules or components, which are executed by at least one processor. Generally, program modules include routines, programs, objects, data components, data structures, algorithms, and the like, which perform particular tasks or implement particular abstract data types.
Instructions for carrying out the various process tasks, calculations, and generation of other data used in the operation of the methods described herein can be implemented in software, firmware, or other computer- or processor-readable instructions. These instructions are typically stored on any appropriate computer program product that includes a computer readable medium used for storage of computer readable instructions or data structures. Such a computer readable medium can be any available media that can be accessed by a general purpose or special purpose computer or processor, or any programmable logic device.
Suitable processor-readable media may include storage or memory media such as magnetic or optical media. For example, storage or memory media may include conventional hard disks, compact disks, DVDs, Blu-ray discs, or other optical storage disks; volatile or non-volatile media such as Random Access Memory (RAM); Read Only Memory (ROM), Electrically Erasable Programmable ROM (EEPROM), flash memory, and the like; or any other media that can be used to carry or store desired program code in the form of computer executable instructions or data structures.
Example 1 includes a system for dynamically validating uplink messages during flight, the system comprising: at least one processing unit in an aircraft; at least one communication device in the aircraft and operatively connected to the processing unit, the communication device configured to receive uplink messages from a ground air traffic control (ATC) center, and transmit downlink messages to the ground ATC center; a human machine interface (HMI) in the aircraft and operatively connected to the processing unit, the HMI configured to receive input from a user and display information to the user; and one or more data sources that provide dynamic information, the one or more data sources in operative communication with the processing unit; wherein the processing unit is configured to determine whether an ATC uplink message is acceptable based on analysis of the dynamic information from the one or more data sources.
Example 2 includes the system of Example 1, wherein if the processing unit determines that the ATC uplink message is acceptable, the HMI displays a visual indication to a user that the uplink message is acceptable.
Example 3 includes the system of Example 2, wherein if the processing unit determines that the uplink message is unacceptable, the HMI is configured to display a visual indication that the uplink message is unacceptable, and display one or more alternative predictive requests for selection.
Example 4 includes the system of Example 3, wherein the processing unit generates a downlink request based on the selected alternative predictive request; and the communication device sends the downlink request to the ground ATC center, and receives an uplink response from the ground ATC center.
Example 5 includes the system of any of Examples 1-4, wherein the processing unit is implemented independently, or as part of a flight management system (FMS), a communication management function (CMF), or a communications management unit (CMU).
Example 6 includes the system of any of Examples 1-5, wherein the communication device is configured to communicate controller pilot data link communications (CPDLC) messages between the ground ATC center and the aircraft.
Example 7 includes the system of any of Examples 1-6, wherein the HMI comprises a control display unit (CDU), a multifunction control and display unit (MCDU), a multi-input interactive display unit (MIDU), or a multi-function display (MFD).
Example 8 includes the system of any of Examples 1-7, wherein the data sources comprise sources of air traffic data, weather data, fuel data, aircraft performance data, or active flight plan data.
Example 9 includes the system of any of Examples 1-8, further comprising a situation display in the aircraft and operatively connected to the processing unit, the situation display configured to render a visual representation of a pending uplink constraint that is approved for executing; and render a visual representation of a downlink request sent to the ground ATC center.
Example 10 includes the system of Example 9, wherein the situation display comprises a navigation display, or a vertical situation display.
Example 11 includes a method for dynamically validating uplink messages during flight, the method comprising: receiving an uplink message in an aircraft from a ground air traffic control (ATC) center; receiving dynamic information from one or more data sources inside or outside of the aircraft; processing the dynamic information with respect to the uplink message to determine whether the uplink message is acceptable; if the uplink message is acceptable, displaying a visual indication that the uplink message is acceptable; if the uplink message is unacceptable, displaying a visual indication that the uplink message is unacceptable, displaying one or more alternative predictive requests for selection, generating a downlink request based on the selected alternative predictive request, and sending the downlink request to the ground ATC center.
Example 12 includes the method of Example 11, further comprising receiving an uplink response to the downlink request from the ground ATC center.
Example 13 includes the method of any of Examples 11-12, wherein the uplink message comprises a controller pilot data link communications (CPDLC) message.
Example 14 includes the method of any of Examples 11-13, wherein the dynamic information comprises air traffic data, weather data, fuel data, aircraft performance data, active flight plan data, reduced vertical separation minimum data, ATC services data, notice to airmen (NOTAM), temporary flight restriction (TFR), system wide information management (SWIM), 4D flight plan data, 4D trajectory data link, traffic collision avoidance system (TCAS), automatic dependency surveillance-broadcast (ADS-B), digital flight information service (D-FIS), terminal weather information for pilots (TWIP), or digital automatic terminal information service (D-ATIS).
Example 15 includes the method of any of Examples 11-14, wherein the dynamic information is processed by a processing unit that is implemented independently, or as part of a flight management system (FMS), a communication management function (CMF), or a communications management unit (CMU).
Example 16 includes the method of any of Examples 11-15, wherein the visual indications are displayed on a human machine interface (HMI) in the aircraft.
Example 17 includes the method of any of Examples 11-16, further comprising rendering a visual representation on a situation display of a pending uplink constraint.
Example 18 includes the method of any of Examples 11-16, further comprising rendering a visual representation on a situation display of a downlink request sent to the ground ATC center.
Example 19 includes the method of any of Examples 11-18, further comprising rendering a visual representation on a situation display that the uplink message is acceptable or unacceptable.
Example 20 includes a system for rendering messages during flight, the system comprising: at least one processing unit in an aircraft; at least one communication device in the aircraft and operatively connected to the processing unit, the communication device configured to receive uplink messages from a ground air traffic control (ATC) center and transmit downlink messages to the ground ATC center; and a situation display in the aircraft and operatively connected to the processing unit, the situation display configured to display a visual representation of a flight plan of the aircraft; wherein the situation display is configured to render a visual representation of a pending uplink constraint, and render a visual representation of a downlink request sent to the ground ATC center.
The present invention may be embodied in other specific forms without departing from its essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is therefore indicated by the appended claims rather than by the foregoing description. All changes that come within the meaning and range of equivalency of the claims are to be embraced within their scope.
