Method for optimum maximum range cruise speed in an aircraft
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G05D-001/00
B64D-045/00
B64D-031/00
G01P-003/00
출원번호
US-0059037
(2016-03-02)
등록번호
US-10086948
(2018-10-02)
우선권정보
EP-15382092 (2015-03-04)
발명자
/ 주소
Gallo Olalla, Eduardo
출원인 / 주소
The Boeing Company
대리인 / 주소
Kunzler, PC
인용정보
피인용 횟수 :
0인용 특허 :
3
초록▼
A method for calculating an optimum maximum range cruise speed in an aircraft and its use is disclosed herein. The method includes receiving a plurality of flight parameters including weight of the aircraft, an aircraft bearing and an atmospheric pressure, an atmospheric temperature, a wind speed an
A method for calculating an optimum maximum range cruise speed in an aircraft and its use is disclosed herein. The method includes receiving a plurality of flight parameters including weight of the aircraft, an aircraft bearing and an atmospheric pressure, an atmospheric temperature, a wind speed and a wind bearing at the altitude of the aircraft; calculating a weight coefficient of the aircraft, a wind Mach number and an absolute value of a difference between the wind bearing and the aircraft bearing. Additionally, the method includes calculating an optimum Mach number of the aircraft, which provides the optimum maximum range cruise speed. The calculation of the optimum Mach number includes the weight coefficient, the wind Mach number, and the absolute value of the difference between the wind bearing and the aircraft bearing.
대표청구항▼
1. A method for calculating an optimum maximum range cruise speed of an aircraft, capable of flight at an altitude, the method comprising: receiving a plurality of flight parameters including at least a weight of the aircraft, an aircraft bearing, an atmospheric pressure, an atmospheric temperature,
1. A method for calculating an optimum maximum range cruise speed of an aircraft, capable of flight at an altitude, the method comprising: receiving a plurality of flight parameters including at least a weight of the aircraft, an aircraft bearing, an atmospheric pressure, an atmospheric temperature, a wind speed, and a wind bearing at the altitude of the aircraft;calculating a weight coefficient of the aircraft based on at least the weight of the aircraft and the atmospheric pressure at the altitude of the aircraft;calculating a wind Mach number;calculating an absolute value of a difference between the wind bearing and the aircraft bearing;and calculating an optimum Mach number of the aircraft, wherein the optimum maximum range cruise speed is equal to the optimum Mach number multiplied by the speed of sound, wherein the calculation of the optimum Mach number comprises the weight coefficient, the wind Mach number, and the absolute value of the difference between the wind bearing and the aircraft bearing; andsending the optimum Mach number of the aircraft to an aircraft guidance and control system and controlling an instant speed of the aircraft to the optimum maximum range cruise speed. 2. The method according to claim 1, wherein a fuel load of the aircraft is dynamically and continuously measured to calculate the weight of the aircraft. 3. The method according to claim 1, wherein the atmospheric pressure at the altitude of the aircraft is dynamically and continuously measured to calculate the altitude of the aircraft. 4. The method according to claim 1, wherein the calculation of the optimum Mach number further comprises considering a realistic drag polar that includes compressibility effects and fuel consumption dependencies with aircraft speed and aircraft thrust. 5. The method according to claim 4, wherein the calculation of the optimum Mach number further comprises determining an instantaneous optimum Mach number as a function of the weight coefficient, the wind Mach number, and the absolute value of the bearing difference between the wind and the aircraft path. 6. The method according to claim 1, wherein the method is dynamically and continuously carried out. 7. The method according to claim 1, wherein calculating the weight coefficient comprises division of the weight of the aircraft by the atmospheric pressure at the altitude of the aircraft. 8. The method according to claim 7, wherein calculating the wind Mach number comprises division of the wind speed by the speed of sound. 9. The method according to claim 1, wherein the calculating of the optimum Mach number comprises using the following equation: R=∫CW0CWiMcos(xTAS-x)+MWINDcos(xWIND-x)FmMTOWa0δθdCWwherein R is the aircraft range, CW is the weight coefficient of the aircraft, |xWIND−x| is the absolute value of the difference between the wind bearing and the aircraft bearing, M is a current Mach number of the aircraft, xTAS is an airspeed yaw angle, x is a ground speed yaw angle, MWIND is the wind Mach number, xWIND is a wind speed yaw angle, mMTOW is a maximum takeoff weight of the aircraft, a0 is a standard speed of sound at mean sea level, F is an instant fuel consumption of the aircraft, δ is an atmospheric pressure ratio, and θ is an atmospheric temperature ratio. 10. The method according to claim 1, further comprising sending the optimum Mach number of the aircraft as calculated to a ground trajectory predictor, wherein the ground trajectory predictor comprises a land-based computer configured to predict a trajectory of the aircraft at the optimum Mach number. 11. An aircraft, capable of flight at an altitude, the aircraft comprising: an engine, configured to generate thrust for the aircraft;a guidance and control system configured to control a speed of the aircraft by controlling the thrust generated by the engine; anda flight management system comprising a computer programmed to execute the operations of: receiving a plurality of flight parameters including at least a weight of the aircraft, an aircraft bearing, an atmospheric pressure, an atmospheric temperature, a wind speed, and a wind bearing at the altitude of the aircraft;calculating a weight coefficient of the aircraft based on at least a weight of the aircraft and the atmospheric pressure at the altitude of the aircraft;calculating a wind Mach number;calculating an absolute value of a difference between the wind bearing and the aircraft bearing; andcalculating an optimum Mach number of the aircraft, wherein the optimum maximum range cruise speed is equal to the optimum Mach number multiplied by the speed of sound, wherein the calculation of the optimum Mach number comprises the weight coefficient, the wind Mach number, and the absolute value of the difference between the wind bearing and the aircraft bearing;wherein the guidance and control system controls the speed of the aircraft to the optimum maximum range cruise speed. 12. The aircraft according to claim 11, wherein the calculation of the optimum Mach number further comprises considering a realistic drag polar that includes compressibility effects and fuel consumption dependencies with aircraft speed and aircraft thrust. 13. The aircraft according to claim 12, wherein the calculation of the optimum Mach number further comprises determining an instantaneous optimum Mach number as a function of the weight coefficient, the wind Mach number, and the absolute value of the bearing difference between the wind and the aircraft path. 14. The aircraft according to claim 11, wherein calculating the optimum Mach number comprises using the following equation: R=∫CW0CWiMcos(xTAS-x)+MWINDcos(xWIND-x)FmMTOWa0δθdCWwherein R is the aircraft range, CW is the weight coefficient of the aircraft, |xWIND−x| is the absolute value of the difference between the wind bearing and the aircraft bearing, M is a current Mach number of the aircraft, xTAS is an airspeed yaw angle, x is a ground speed yaw angle, MWIND is the wind Mach number, xWIND is a wind speed yaw angle, mMTOW is a maximum takeoff weight of the aircraft, a0 is a standard speed of sound at mean sea level, F is an instant fuel consumption of the aircraft, δ is an atmospheric pressure ratio, and θ is an atmospheric temperature ratio. 15. A flight management system of an aircraft, capable of flight at an altitude, the flight management system comprising a computer programmed to execute the operations of: receiving a plurality of flight parameters including at least a weight of the aircraft, an aircraft bearing, an atmospheric pressure, an atmospheric temperature, a wind speed, and a wind bearing at the altitude of the aircraft;calculating a weight coefficient of the aircraft based on at least a weight of the aircraft and the atmospheric pressure at the altitude of the aircraft;calculating a wind Mach number;calculating an absolute value of a difference between the wind bearing and the aircraft bearing; andcalculating an optimum Mach number of the aircraft, wherein the optimum maximum range cruise speed is equal to the optimum Mach number multiplied by the speed of sound, wherein the calculation of the optimum Mach number comprises the weight coefficient, the wind Mach number, and the absolute value of the difference between the wind bearing and the aircraft bearing;wherein the flight management system further comprises a guidance and control system that controls an instant speed of the aircraft to the optimum maximum range cruise speed; andcalculating the optimum Mach number comprises using the following equation: ∫CwoCwiMCos(xtas-x)+MwindCos(Xwind-X)FMmtowAoδThetadCw=R wherein R is the aircraft range, CW is the weight coefficient of the aircraft, |xWIND−x| is the absolute value of the difference between the wind bearing and the aircraft bearing, M is a current Mach number of the aircraft, xTAS is an airspeed yaw angle, x is a ground speed yaw angle, MWIND is the wind Mach number, xWIND is a wind speed yaw angle, mMTOW is a maximum takeoff weight of the aircraft, a0 is a standard speed of sound at mean sea level, F is an instant fuel consumption of the aircraft, δ is an atmospheric pressure ratio, and θ is an atmospheric temperature ratio. 16. The flight management system according to claim 15, wherein the calculation of the optimum Mach number further comprises considering a realistic drag polar that includes compressibility effects and fuel consumption dependencies with aircraft speed and aircraft thrust. 17. The flight management system according to claim 16, wherein the calculation of the optimum Mach number further comprises determining an instantaneous optimum Mach number as a function of the weight coefficient, the wind Mach number, and the absolute value of the bearing difference between the wind and the aircraft path. 18. The flight management system according to claim 15, wherein the computer dynamically and continuously executes the operations.
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이 특허에 인용된 특허 (3)
DeJonge Michael K. (Wyoming MI), Flight performance data computer system.
Shapiro, Geoffrey A.; Benson, Alena L.; Carrico, Matthew J.; Jacobson, Randy H., System, module, and method for presenting runway advisory information to a pilot.
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