Patent Description:
Aircraft are used to transport passengers and cargo between various locations. Each aircraft typically flies between different locations according to a defined flight plan. During a flight, an aircraft may experience air turbulence, which may cause a variation in the flight plan. For example, during periods of air turbulence, a pilot may ascend, descend, or re-route an aircraft to leave or otherwise avoid the air turbulence.

General locations of likely air turbulence may be predicted through weather reports. Based on meteorological forecasts, predictions are made as to where air turbulence may arise. However, the meteorological forecasts may not be completely accurate, and may not accurately locate air turbulence within an air space.

Further, pilots flying aircraft may report to air traffic control locations of air turbulence. For example, a pilot flying through air turbulence may contact air traffic control to report the air turbulence. As can be appreciated, however, perceptions of motion caused by air turbulence may vary. Also, pilots may be reluctant to report locations of air turbulence, such as if they believe reporting the air turbulence may cause air traffic control to alter flight plans of other aircraft (which may, for example, increase flight times for other flights). Further, air turbulence may cause different motion in different types of aircraft. As an example, a large aircraft may not be as affected by air turbulence as compared to a smaller aircraft.

In short, determinations of air turbulence may be imprecise and subjective. Accordingly, flights may inadvertently pass through air turbulence, or re-route in in relation to a flight plan when at least portions of the original flight plan would generally not be affected by air turbulence.

Cited document <CIT> discloses a method for automatic detection of turbulence by a second aircraft, by information exchange between the second aircraft and at least a first aircraft. The first aircraft has means for transmitting information and the second aircraft has means for receiving the information transmitted by the first aircraft. The method includes the identification of information about turbulence liable to be encountered by the second aircraft, by analyzing the information received from the first aircraft. An alarm is activated on the basis of the turbulence information.

<NPL> discloses that navigational information broadcast by commercial aircraft in the form of Mode-S EHS (Mode-S Enhanced Surveillance) and ADS-B (Automatic Dependent Surveillance - Broadcast) messages can be considered a new source of upper tropospheric and lower stratospheric turbulence estimates. In this cited paper a set of three processing methods is proposed and analysed using a quality record of turbulence encounters made by a research aircraft. The proposed methods are based on processing the vertical acceleration or the background wind into the eddy dissipation rate. Turbulence intensity can be estimated usintandard content of the Mode-S EHS/ADS-B. The results are based on a Mode-S EHS/ADS-B data set generated synthetically based on the transmissions from the research aircraft. This data set was validated using the overlapping record of the Mode-S EHS/ADS-B received from the same research aircraft. The turbulence intensity, meaning the eddy dissipation rate, obtained from the proposed methods based on the Mode-S EHS/ADS-B is compared with the value obtained using on-board accelerometer. The results of the comparison indicate the potential of the methods. The advantages and limitation of the presented approaches are discussed.

<NPL>; <NPL> discloses research of the feasability of using high rate Automatic Dependent Surveillance - Broadcast (ADS-B) aircraft altitude and velocity information to detetc the presence of mountain waves and Mountain Wave Turbulence (MWT) in the vicinity of steep terrain as well as atmospheric waves and turbulence from other sources that are of interest to aviation, for instance, Convective Induced Turbulence (CIT). The key element of ADS-B that enables the research is a <NUM> second update rate on ADS-B position reports, and aircraft position and altitude being reported based on Global Positioning System (GPS) accy. This frequency is much faster than today's standard of reporting meteorological data via the Aircraft Meteorological Data Relay (AMDAR) or Meteorological Data Collection and Reporting System (MDCRS), and as the paper is said to show, is fast enough to estimate the location of mountain wave events, MWT, and CIT. When combined with other weather state information gained by in situ sensors, satellite, and radar-based technology in the National Airspace System (NAS), a total situational awareness of mountain wave, MWT, and CIT information in the Continental United States (CONUS) can be achieved for supporting airline flight planning and Air Traffic Management (ATM) decision making.

A need exists for a system and method that accurately and timely determine locations of air turbulence within an air space. Further, a need exists for an objective system and method of determining air turbulence within an air space that does not solely rely on weather forecasts or subjective opinions regarding air turbulence.

With those needs in mind, certain embodiments of the present disclosure provide an air turbulence analysis system as defined in claim <NUM>. Embodiments of the air turbulence analysis system form the subject matter of dependent claims <NUM>-<NUM>.

The air turbulence analysis system includes an air turbulence control unit that is configured to receive a position signal from an aircraft within an air space. The air turbulence control unit determines a location of air turbulence within the air space based on the position signal. The aircraft includes flight controls in communication with a communication device. The flight controls are configured to output flight control signals via the communication device. The air turbulence control unit is configured to receive the flight control signals from the aircraft. The air turbulence control unit analyzes the flight control signals to assess the location of the air turbulence.

In at least one embodiment, the flight control signals may be indicative of a pilot action that caused a change in at least one position parameter of the position signal. As another example, the flight control signals may be indicative of an autopilot device operation that corrected a change in at least one position parameter of the position signal.

In at least one embodiment, the position signal is an automatic dependent surveillance-broadcast (ADS-B) signal.

In at least one embodiment, the air turbulence control unit determines the location of air turbulence within the air space based on detected changes in one or more position parameters of the position signal over time. The position parameter(s) include one or more of speed, altitude, and heading.

For example, the position parameters may include speed. The air turbulence control unit determines that the aircraft is flying through air turbulence in response to a change in speed of the aircraft exceeding a predetermined speed change threshold.

As another example, the position parameters may include altitude. The air turbulence control unit determines that the aircraft is flying through air turbulence in response to a change in altitude of the aircraft exceeding a predetermined altitude change threshold.

As another example, the position parameters may include heading. The air turbulence control unit determines that the aircraft is flying through air turbulence in response to a change in heading of the aircraft exceeding a predetermined heading change threshold.

As another example, the position parameters include speed, altitude, and heading. The air turbulence control unit determines that the aircraft is flying through air turbulence in response to two or more of a change in speed of the aircraft exceeding a predetermined speed change threshold, a change in altitude of the aircraft exceeding a predetermined altitude change threshold, and a change in heading of the aircraft exceeding a predetermined heading change threshold.

The air turbulence analysis system may also include an aircraft database that stores aircraft data for the aircraft. The air turbulence control unit correlates the position signal with the aircraft data to normalize the position signal. The air turbulence control unit may categorize a severity of the location of air turbulence based on the position signal that is correlated with the aircraft data.

In at least one embodiment, the air turbulence control unit compares the position signal to a flight plan of the aircraft.

The air turbulence control unit may receive a motion signal from one or more motion sensors of the aircraft. The air turbulence control unit analyzes the flight control signal to assess the location of the air turbulence.

The air turbulence control unit may receive weather data from a weather reporting unit. The air turbulence control unit analyzes the weather data to assess the location of the air turbulence.

Certain embodiments of the present disclosure provide an air turbulence analysis method as defined in claim <NUM>. Embodiments of this method form the subject matter of dependent claims <NUM> and <NUM>.

The air turbulence analysis method includes receiving, by an air turbulence control unit, a position signal from an aircraft within an air space, determining, by the air turbulence control unit, a location of air turbulence within the air space based on the position signal, receiving, by the air turbulence control unit, flight control signals output by flight controls of the aircraft, and analyzing, by the air turbulence control unit, the flight control signals received from the aircraft to assess the location of the air turbulence.

In at least one embodiment, the air turbulence analysis method also includes storing aircraft data for the aircraft in an aircraft database, and correlating, by the air turbulence control unit, the position signal with the aircraft data to normalize the position signal. In at least one embodiment, the air turbulence analysis method also includes analyzing one or more of a motion signal received from the aircraft, and weather data received from a weather reporting unit to assess the location of the air turbulence.

The foregoing summary, as well as the following detailed description of certain embodiments will be better understood when read in conjunction with the appended drawings. Further, references to "one embodiment" are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments "comprising" or "having" an element or a plurality of elements having a particular condition may include additional elements not having that condition.

Certain embodiments of the present disclosure provide air turbulence analysis systems and methods that monitor and analyze position signals of aircraft to determine locations of air turbulence within an air space. In at least one embodiment, the position signals are automatic dependent surveillance-broadcast (ADS-B) signals.

The systems and methods analyze position parameters (such as speed, altitude, heading, and/or the like) of one or more airborne aircraft to detect abnormalities that may be caused by air turbulence that the aircraft is experiencing. Additional data may be assessed to increase turbulence assessment accuracy. The additional data may include data received from flight controls, motion sensors, and weather reports, for example.

The systems and methods analyze objective data, such as position signals output by the aircraft, to determine locations of air turbulence. As such, embodiments of the present disclosure need not rely on reporting from pilots, weather reports, or the like to determine locations of air turbulence. The systems and methods may determine locations of air turbulence by assessing position signals output by multiple aircraft, and may assess air turbulence over large areas, and issue alerts or warnings well in advance to aircraft, thereby providing sufficient time for turbulence avoidance or mitigation.

As described herein, certain embodiments of the present disclosure provide an air turbulence analysis system that includes an air turbulence control unit that is configured to receive a position signal from an aircraft within an air space. The air turbulence control unit determines a location of air turbulence within the air space based on the position signal. In at least one embodiment, the position signal is an automatic dependent surveillance-broadcast (ADS-B) signal.

Certain embodiments of the present disclosure provide an air turbulence analysis method that includes receiving, by an air turbulence control unit, a position signal from an aircraft within an air space, and determining, by the air turbulence control unit, a location of air turbulence within the air space based on the position signal. In at least one embodiment, the position signal is an ADS-B signal.

<FIG> illustrates a schematic block diagram of an air turbulence analysis system <NUM>, according to an embodiment of the present disclosure. The air turbulence analysis system <NUM> includes one or more aircraft <NUM> within an air space <NUM> in communication with a monitoring center <NUM>. The air space <NUM> may be over a defined region, such as within a <NUM> mile radius from the monitoring center <NUM>. Optionally, the air space <NUM> may be over a smaller or larger area than within a <NUM> mile radius from the monitoring center <NUM>. As an example, the air space <NUM> may be over an entire hemisphere or even over an entire surface of the Earth.

In at least one embodiment, the monitoring center <NUM> is in communication with all aircraft <NUM> within the air space <NUM> to determine locations of air turbulence within the air space <NUM>. By increasing the number of aircraft <NUM> within the air space <NUM> that are monitored by the monitoring center <NUM> to determine locations of air turbulence, the accuracy of the determined locations of air turbulence is increased. As such, the monitoring center <NUM> being in communication with all of the aircraft <NUM> within the air space <NUM> provides the most accurate assessment of locations of air turbulence within the air space <NUM>. Alternatively, the monitoring center <NUM> may be in communication with less than all aircraft <NUM> within the air space <NUM> to determine locations of air turbulence within the air space <NUM>. In at least one embodiment, the monitoring center <NUM> may be in communication with only one aircraft <NUM> within the air space <NUM> to determine locations of air turbulence within the air space <NUM>.

Each aircraft <NUM> includes a position sensor <NUM> in communication with a communication device <NUM>, such as through one or more wired or wireless connections. The position sensor <NUM> is configured to detect a current position of the aircraft <NUM> and output a position signal indicative of the current position of the aircraft <NUM>. The position signal includes one or more position parameters, such as speed, altitude, heading, and the like.

The position signal output by the position sensor <NUM> of the aircraft <NUM> is received by a tracking sub-system <NUM> of the monitoring center <NUM> via a communication device <NUM>, which is in communication with the tracking sub-system <NUM> through one or more wired or wireless connections. The tracking sub-system <NUM> tracks the current position of the aircraft <NUM> within the air space <NUM> through the received position signal received from the aircraft <NUM>. The communication devices <NUM> and <NUM> may be one or more antennas, radio units, transceivers, receivers, transmitters, and/or the like.

In at least one embodiment, the position sensor <NUM> is an ADS-B sensor that communicates a current location to the monitoring center <NUM> via ADS-B signals, which may be output by the communication device <NUM>. As such, the tracking sub-system <NUM> is an ADS-B tracking sub-system <NUM> that determines the current position of the aircraft <NUM> within the air space <NUM>.

The monitoring center <NUM> may be an air traffic control center, such as at an airport. The monitoring center <NUM> may be land-based. In at least one other embodiment, the monitoring center <NUM> may be onboard an aircraft <NUM>. In at least one other embodiment, the monitoring center <NUM> may be outside of the atmosphere of the Earth, such as within a space station, satellite, or the like.

The monitoring center <NUM> also includes an air turbulence control unit <NUM> in communication with the communication device <NUM> and/or the tracking sub-system <NUM> through one or more wired or wireless connections. The air turbulence control unit <NUM> analyzes the position signals received from the aircraft <NUM> to determine locations of air turbulence within the air space <NUM>. The air turbulence control unit <NUM> analyzes one or more parameters of the position signal received from the aircraft <NUM> to assess whether or not the aircraft <NUM> is flying through air turbulence.

The air turbulence control unit <NUM> determines that the aircraft <NUM> is flying through air turbulence based on detected changes of one or more position parameters of the position signal (such as an ADS-B signal) over time. That is, the air turbulence control unit <NUM> determines the location of air turbulence within the air space <NUM> based on detected changes in the position parameter(s) of the position signal over time. For example, a change in speed that exceeds a predetermined speed change threshold (for example, +/- <NUM> miles an hour) over time (for example, <NUM> or less seconds) causes the air turbulence control unit <NUM> to determine that the aircraft <NUM> is flying through air turbulence. Accordingly, the air turbulence control unit <NUM> may determine that the current location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>. The air turbulence control unit <NUM> may then output a turbulence alert or warning (such as an audio, video, graphic, text, or other signal that may be shown or broadcast to pilots) via the communication device <NUM> to all aircraft <NUM> within the air space, or aircraft <NUM> within a predetermined distance to the air turbulence. The turbulence alert or warning may optionally or additionally be sent to various other parties that are interested in the locations of air turbulence, such as ground based monitoring centers. The predetermined speed change threshold is an example of a predetermined position change threshold.

As another example, a change in altitude that exceeds a predetermined altitude change threshold (for example, +/- <NUM> feet) over time (for example, <NUM> or less seconds) causes the air turbulence control unit <NUM> to determine that the aircraft <NUM> is flying through air turbulence. Accordingly, the air turbulence control unit <NUM> may determine that the current location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>. The air turbulence control unit <NUM> may then output a turbulence alert or warning (such as an audio, video, graphic, text, or other signal that may be shown or broadcast to pilots) via the communication device <NUM> to all aircraft <NUM> within the air space, or aircraft <NUM> within a predetermined distance to the air turbulence. The predetermined altitude change threshold is an example of a predetermined position change threshold.

As another example, a change in heading that exceeds a predetermined heading change threshold (for example, +/- <NUM> degrees) over time (for example, <NUM> or less seconds) causes the air turbulence control unit <NUM> to determine that the aircraft <NUM> is flying through air turbulence. Accordingly, the air turbulence control unit <NUM> may determine that the current location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>. The air turbulence control unit <NUM> may then output a turbulence alert or warning (such as an audio, video, graphic, text, or other signal that may be shown or broadcast to pilots) via the communication device <NUM> to all aircraft <NUM> within the air space, or aircraft <NUM> within a predetermined distance to the air turbulence. The predetermined heading change threshold is an example of a predetermined position change threshold.

The air turbulence control unit <NUM> may analyze one position parameter (such as speed, altitude, or heading) to determine whether the location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>. In at least one other embodiment, the air turbulence control unit <NUM> may analyze multiple position parameters to determine whether the location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>. The air turbulence control unit <NUM> may base a determination of air turbulence through analysis of changes that exceed predetermined position thresholds of two or more of the position parameters. For example, the air turbulence control unit <NUM> may determine that a current location of the aircraft <NUM>, as determined through the position signal output by the position sensor <NUM> of the aircraft <NUM>, is a location of air turbulence by detecting a change in speed that exceeds a predetermined speed change threshold, and a change in altitude that exceeds a predetermined altitude change threshold. As another example, the air turbulence control unit <NUM> may determine that a current location of the aircraft <NUM>, as determined through the position signal output by the position sensor <NUM> of the aircraft <NUM>, is a location of air turbulence by detecting a change in speed that exceeds a predetermined speed change threshold, and a change in heading that exceeds a predetermined heading change threshold. As another example, the air turbulence control unit <NUM> may determine that a current location of the aircraft <NUM>, as determined through the position signal output by the position sensor <NUM> of the aircraft <NUM>, is a location of air turbulence by detecting a change in altitude that exceeds a predetermined altitude change threshold, and a change in heading that exceeds a predetermined heading change threshold. As another example, the air turbulence control unit <NUM> may determine that a current location of the aircraft <NUM>, as determined through the position signal output by the position sensor <NUM> of the aircraft <NUM>, is a location of air turbulence by detecting a change in speed that exceeds a predetermined speed change threshold, a change in altitude that exceeds a predetermined altitude change threshold, and a change in heading that exceeds a predetermined heading change threshold.

In at least one embodiment, the air turbulence control unit <NUM> is in communication with an aircraft database <NUM> through one or more wired or wireless connections. The aircraft database <NUM> may be within the monitoring center <NUM>. The aircraft database <NUM> may store aircraft data for each of the aircraft <NUM> within the air space <NUM>. The aircraft data may include aircraft identifier information regarding aircraft number, type, size, mass, maximum speed, and/or the like for each of the aircraft <NUM> within the air space <NUM>. Because different types of aircraft <NUM> may experience air turbulence in a different manner, the air turbulence control unit correlates the received position signals received from the aircraft <NUM> with the aircraft data stored in the aircraft database <NUM> for each specific aircraft <NUM>. In this manner, the air turbulence control unit <NUM> calibrates and/or otherwise normalizes the received position signals for all of the aircraft <NUM> within the air space <NUM>. That is, the air turbulence control unit <NUM> accounts for the different types of aircraft <NUM>, as determined from the stored aircraft data within the aircraft database <NUM>, to assess locations of air turbulence based on the received position signals, as well as the particular type, size, shape, mass, and/or the like of the particular aircraft <NUM> from which the position signals are received.

As such, position data received from all aircraft <NUM> may be weighted and/or otherwise normalized so as to correlate changes in one or more position parameters of all aircraft <NUM> with a determination of air turbulence, regardless of type, size, weight, shape, mass, and/or the like of the aircraft <NUM>. For example, a large, heavy aircraft <NUM> may experience air turbulence as moderate air turbulence, while a smaller, lighter aircraft <NUM> may experience the air turbulence as severe turbulence. The normalization of position signals received from the various aircraft <NUM> allows for an objective determination of air turbulence, and allows the severity of air turbulence to be categorized for different types of aircraft <NUM>. In at least one embodiment, the normalization data may be stored in another component, such as a separate memory coupled to the air turbulence control unit <NUM>, and/or a memory of the air turbulence control unit <NUM>. Alternatively, the air turbulence analysis system <NUM> may not include the aircraft database, nor normalize position signals received from the aircraft <NUM> based on stored aircraft data.

The aircraft <NUM> also include flight controls <NUM>, which are in communication with the communication device <NUM> through one or more wired or wireless connections. The flight controls <NUM> output flight control signals via the communication device <NUM>, which are received by the air turbulence control unit <NUM> via the communication device <NUM>. The air turbulence control unit <NUM> refines an assessment of air turbulence in relation to the current position of the aircraft <NUM> within the air space <NUM> based on analysis of the received flight control signals. For example, the flight control signal(s) received from the aircraft <NUM> may be indicative of a pilot action that caused a change in at least one position parameter of the received position signal of the aircraft <NUM>. As such, the air turbulence control unit <NUM> may not determine that the current location of the aircraft <NUM> within the air space <NUM> is a location of air turbulence.

The flight controls <NUM> may include one or more control yokes <NUM>, instrumentation <NUM>, and an autopilot device <NUM>. The flight controls <NUM> may include more or less components than shown. For example, the flight controls <NUM> may not include the autopilot device <NUM>.

In at least one embodiment, the flight control signal is indicative of a pilot action that causes a change in at least one position parameter of the position signal. For example, a pilot may engage the control yoke <NUM> and/or instrumentation <NUM>, which causes a change in one or more position parameters of the current position of the aircraft <NUM>. The engagement of the control yoke <NUM> and/or instrumentation <NUM> is received by the air turbulence control unit <NUM> as a flight control signal. The air turbulence control unit <NUM> assesses the received position signal from the position sensor <NUM> of the aircraft <NUM> in view of the received flight control signal. The air turbulence control unit <NUM> may determine that changes in one or more position parameters of the aircraft <NUM> are due to a pilot action, and not due to air turbulence. Therefore, the air turbulence control unit <NUM> may determine that the current location of the aircraft <NUM> is not a location of air turbulence within the air space <NUM>.

In at least one embodiment, the flight control signal is indicative of an autopilot device operation that corrects a change in at least one position parameter of the position signal. For example, the received flight control signal may indicate that the autopilot device <NUM> is currently operating. The air turbulence control unit <NUM> may detect whether or not the autopilot device <NUM> is making corrections to maintain the aircraft <NUM> on a desired flight plan. The air turbulence control unit <NUM> may assess that the corrections exceed a corrections threshold over a period of time to determine whether or not the aircraft <NUM> is flying through air turbulence. For example, while the position signal received from the position sensor <NUM> of the aircraft <NUM> may not indicate any position parameters that exceed a predetermined positional change threshold, the air turbulence control unit <NUM> may determine that the corrections made by the autopilot device <NUM>, as received from the flight control signal, indicate that the autopilot device <NUM> is actively correcting for what would otherwise be positional changes caused by air turbulence. Therefore, the air turbulence control unit <NUM> may still determine that the current location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>.

As indicated, the air turbulence control unit <NUM> may refine a determination of locations of air turbulence within the air space by analyzing one or more flight control signals received form the aircraft <NUM>. That is, the air turbulence control unit <NUM> may determine a location of air turbulence within the air space <NUM> by analyzing the position signal and the flight control signal received from the aircraft <NUM>. Alternatively, the air turbulence control unit <NUM> may not refine a determination of air turbulence based on analysis of the flight control signals.

In at least one embodiment, the air turbulence control unit <NUM> may determine or otherwise refine an assessment of air turbulence based on a flight plan of the aircraft <NUM>. The flight plan for each aircraft <NUM> within the air space <NUM> may be stored in a memory that is coupled to the air turbulence control unit <NUM>. For example, the flight plan for each aircraft <NUM> may be stored in the aircraft database <NUM>. The air turbulence control unit <NUM> compares the position signals received from the aircraft <NUM> with the flight plans for the aircraft. The turbulence control unit <NUM> may determine locations of air turbulence within the air space <NUM> based on deviations of the current positions of the aircraft <NUM> (as indicated by the received position signals) from the flight plan for the aircraft <NUM>. For example, changes of one or more position parameters of the aircraft <NUM> from the flight plan over time indicate that the current location of the aircraft <NUM> is a location of air turbulence within the air space <NUM>. Optionally, the air turbulence control unit <NUM> may not analyze flight plans of the aircraft <NUM> to determine locations of air turbulence within the air space <NUM>.

The aircraft <NUM> may also include one or more motion sensors <NUM>, such as inertial motion sensors. The motion sensors <NUM> are in communication with the communication device <NUM> through one or more wired or wireless connections. The motion sensors <NUM> may include one or more of accelerometers, gyroscopes, and/or the like. The motion sensors <NUM> are configured to detect motion of the aircraft <NUM>, and output motion signals that received by the air turbulence control unit <NUM> via the communication device <NUM>.

The air turbulence control unit <NUM> may refine an assessment of air turbulence based on analysis of the received motion signals. For example, the air turbulence control unit <NUM> analyzes the position signal received from the aircraft <NUM> to determine whether or not the current position of the aircraft <NUM> is a location of air turbulence within the air space. The air turbulence control unit <NUM> may also analyze the received motion signals from the aircraft <NUM> as a redundancy check on the air turbulence determination. For example, the air turbulence control unit <NUM> may assign a turbulence assessment certainty metric based on agreement between assessment of the received position signal and the received motion signal. If the position signal and the motion signal conform to one another, then the air turbulence control unit <NUM> may assign a high degree of turbulence assessment certainty to its determination of air turbulence. If, however, the position signal and the received motion signal differ (for example, assessment of the position signal indicates no air turbulence, but the received motion signal indicates a significant amount of inertial motion of the aircraft <NUM>), the air turbulence control unit <NUM> may assign a lower degree of turbulence assessment certainty, and/or analyze flight control signals output by the flight controls <NUM> to further refine the air turbulence assessment. Optionally, the air turbulence control unit <NUM> may not analyze motion signals output by the aircraft <NUM>.

The air turbulence control unit <NUM> may refine an assessment of air turbulence based on analysis of received weather data at current locations of the aircraft <NUM> within the air space. A weather reporting unit <NUM> may be in communication with the air turbulence control unit <NUM>, such as through one or more wired or wireless connections. The weather reporting unit <NUM> may be within the monitoring center <NUM>. Optionally, the weather reporting unit <NUM> may be separate, distinct, and remote from the monitoring center <NUM>. The air turbulence control unit <NUM> analyzes the position signal received from the aircraft <NUM> to determine whether or not the current position of the aircraft <NUM> is a location of air turbulence within the air space. The air turbulence control unit <NUM> may also analyze the weather data (as received via the weather data signal(s)) to assess the location of the air turbulence, such as determined based on an analysis of the position signal(s). Optionally, the air turbulence control unit <NUM> may not analyze weather data signals.

As described, each aircraft <NUM> flies within the air space <NUM> according to a flight plan. The aircraft <NUM> output their current positions via the position sensors <NUM>, which output position signals indicative of the current positions. In at least one embodiment, the position signals are ADS-B signals. The position signals are received by the air turbulence control unit <NUM>. The air turbulence control unit <NUM> bases determinations of locations of air turbulence within the air space <NUM> on the position signals. The air turbulence control unit <NUM> may refine assessments of air turbulence based on one or more of flight control signals received from the aircraft <NUM>, motion signals received from the aircraft <NUM>, and or weather data signals received from a weather reporting unit <NUM>. As such, the air turbulence control unit <NUM> may base a determination of a location of air turbulence within the air space <NUM> on the position signal received from an aircraft <NUM>, and one or more of a flight control signal received from the aircraft <NUM>, a motion signal received from the aircraft <NUM>, and/or a weather data signal received from the weather reporting unit <NUM>.

In at least one embodiment, the air turbulence control unit <NUM> may determine locations of air turbulence within the air space <NUM>, severity thereof, and probability of occurrence based on analysis of the position signals received from the position sensors <NUM> of the aircraft <NUM> flying within the air space <NUM>. The air turbulence control unit <NUM> may store the determined locations of air turbulence within a memory, such as a database. Individuals (such as pilots, air traffic controllers, and/or the like) may request a turbulence advisory from the air turbulence control unit <NUM>. The air turbulence control unit <NUM> may respond to the request by outputting determined locations air turbulence stored in the memory.

In at least one embodiment, the air turbulence control unit <NUM> may determine turbulence severity based on the magnitude of change of one or more position parameters over time. For example, a change in one or more position parameters that is below a predetermined low threshold may not be indicated as turbulence. A change in one or more position parameters that is between the predetermined low threshold and a predetermined moderate threshold may be indicated as low turbulence. A change in one or more position parameters that is between the predetermined moderate threshold and a predetermined high threshold may be indicated as moderate turbulence. A change in one or more position parameters that exceeds the predetermined high threshold may be indicated as high turbulence. The air turbulence control unit <NUM> may associate such turbulence severity with determined locations of air turbulence within the air space <NUM>, and may output such determinations automatically to the aircraft <NUM>, and/or upon request.

As used herein, the term "control unit," "central processing unit," "unit," "CPU," "computer," or the like may include any processor-based or microprocessor-based system including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuit or processor including hardware, software, or a combination thereof capable of executing the functions described herein. Such are exemplary only, and are thus not intended to limit in any way the definition and/or meaning of such terms. For example, the air turbulence control unit <NUM> may be or include one or more processors that are configured to control operation thereof, as described herein.

The air turbulence control unit <NUM> is configured to execute a set of instructions that are stored in one or more data storage units or elements (such as one or more memories), in order to process data. For example, the air turbulence control unit <NUM> may include or be coupled to one or more memories. The data storage units may also store data or other information as desired or needed. The data storage units may be in the form of an information source or a physical memory element within a processing machine.

The set of instructions may include various commands that instruct the air turbulence control unit <NUM> as a processing machine to perform specific operations such as the methods and processes of the various embodiments of the subject matter described herein. The set of instructions may be in the form of a software program. The software may be in various forms such as system software or application software. Further, the software may be in the form of a collection of separate programs, a program subset within a larger program or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of input data by the processing machine may be in response to user commands, or in response to results of previous processing, or in response to a request made by another processing machine.

The diagrams of embodiments herein may illustrate one or more control or processing units, such as the air turbulence control unit <NUM>. It is to be understood that the processing or control units may represent circuits, circuitry, or portions thereof that may be implemented as hardware with associated instructions (e.g., software stored on a tangible and non-transitory computer readable storage medium, such as a computer hard drive, ROM, RAM, or the like) that perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuits that include and/or are connected to one or more logic-based devices, such as microprocessors, processors, controllers, or the like. Optionally, the air turbulence control unit <NUM> may represent processing circuitry such as one or more of a field programmable gate array (FPGA), application specific integrated circuit (ASIC), microprocessor(s), and/or the like. The circuits in various embodiments may be configured to execute one or more algorithms to perform functions described herein. The one or more algorithms may include aspects of embodiments disclosed herein, whether or not expressly identified in a flowchart or a method.

<FIG> illustrates a graph of speed and altitude of an aircraft over time, according to an embodiment of the present disclosure. Referring to <FIG> and <FIG>, the speed and altitude of the aircraft <NUM> are position parameters as received by the air turbulence control unit <NUM> from the aircraft <NUM> through the position signal. The air turbulence control unit <NUM> may determine locations of air turbulence based on a current position of the aircraft <NUM> during changes in aircraft <NUM> speed that exceed a predetermined speed change threshold, such as during time windows <NUM> and <NUM>, changes in aircraft <NUM> altitude that exceed a predetermined altitude change threshold, such as during time window <NUM>, or a combination of changes in aircraft <NUM> speed and changes in aircraft altitude that exceed respective predetermined speed and altitude change thresholds, such as during time window <NUM>. The speed and altitude change thresholds that trigger the windows <NUM>, <NUM>, <NUM>, and/or <NUM> may be greater or less than indicated in <FIG>.

<FIG> illustrates a graph of heading and altitude of an aircraft over time, according to an embodiment of the present disclosure. Referring to <FIG> and <FIG> the heading and altitude of the aircraft <NUM> are position parameters as received by the air turbulence control unit <NUM> from the aircraft <NUM> through the position signal. The air turbulence control unit <NUM> may determine locations of air turbulence based on a current position of the aircraft <NUM> during changes in aircraft <NUM> heading that exceed a predetermined heading change threshold, such as during time windows <NUM> and <NUM>, changes in aircraft <NUM> altitude that exceed a predetermined altitude change threshold, or a combination of changes in aircraft <NUM> heading and changes in aircraft altitude that exceed respective predetermined speed and altitude change thresholds, such as during time window <NUM>. The heading and altitude change thresholds that trigger the windows <NUM>, <NUM>, and/or <NUM> may be greater or less than indicated in <FIG>.

<FIG> illustrates a front perspective view of an aircraft <NUM>, according to an exemplary embodiment of the present disclosure. The aircraft <NUM> includes a propulsion system <NUM> that may include two turbofan engines <NUM>, for example. Optionally, the propulsion system <NUM> may include more engines <NUM> than shown. The engines <NUM> are carried by wings <NUM> of the aircraft <NUM>. In other embodiments, the engines <NUM> may be carried by a fuselage <NUM> and/or an empennage <NUM>. The empennage <NUM> may also support horizontal stabilizers <NUM> and a vertical stabilizer <NUM>. The fuselage <NUM> of the aircraft <NUM> defines an internal cabin, which may include a cockpit <NUM>, one or more work sections (for example, galleys, personnel carry-on baggage areas, and the like), one or more passenger sections (for example, first class, business class, and coach sections), and an aft section in which an aft rest area assembly may be positioned.

<FIG> illustrates a flow chart of an air turbulence analysis method, according to an embodiment of the present disclosure. Referring to <FIG> and <FIG>, the method begins at <NUM>, at which a position signal is received (such as by the air turbulence control unit <NUM>) output by the position sensor <NUM> of the aircraft <NUM> within the air space <NUM>. At <NUM>, the position signal may be normalized based on aircraft data, such as stored within the aircraft database <NUM>. Alternatively, the method may not include <NUM>.

At <NUM>, one or more position parameters of the position signal are analyzed. The air turbulence control unit <NUM> analyzes the one or more position parameters, such as speed, heading, altitude, and the like.

At <NUM>, it is determined whether there are changes in the position parameters that exceed predetermined position thresholds. If not, the method proceeds to <NUM>, at which the air turbulence control unit <NUM> determines that there is no air turbulence at the current location of the aircraft <NUM> within the air space <NUM>. The method then returns to <NUM>.

If, however, it is determined that there are one or more changes in the position parameters over time that exceed one or more predetermined position thresholds at <NUM>, the method proceeds to <NUM>, at which the air turbulence control unit <NUM> determines whether flight control signal(s) indicate a pilot action that caused the changes in the position parameters. If so, the method proceeds to <NUM>, and back to <NUM>.

If the flight control signal(s) do not indicate a pilot action at <NUM>, the method proceeds from <NUM> to <NUM>, at which the air turbulence control unit <NUM> determines whether the flight control signal(s) indicate an auto-pilot action to correct for air turbulence. If at <NUM> the flight control signals do not indicate an auto-pilot action that corrects for air turbulence, the method proceeds from <NUM> to <NUM>, and back to <NUM>.

If, however, the flight control signal(s) indicate an auto-pilot action that corrects for air turbulence, the method proceeds from <NUM> to <NUM>, at which the air turbulence control unit <NUM> determines that the current location of the aircraft is a location of air turbulence within the air space <NUM>, and the method proceeds from <NUM> to <NUM>. In at least one embodiment, the method may not include <NUM> and/or <NUM>. Instead, the method may proceed directly from <NUM> to <NUM>, from <NUM> to <NUM>, or from <NUM> to <NUM> in response to the air turbulence control unit <NUM> determining that one or more changes in the position parameters over time exceed one or more predetermined position threshold(s).

At <NUM>, the air turbulence control unit <NUM> may refine the determination through analysis of a motion signal received from the aircraft <NUM>. Optionally, the method may not include <NUM>. At <NUM>, the air turbulence control unit <NUM> may refine the determination through analysis of weather data. Optionally, the method may not include <NUM>.

Referring to <FIG>, embodiments of the present disclosure provide systems and methods that allow large amounts of data to be quickly and efficiently analyzed by a computing device. For example, numerous aircraft <NUM> may be scheduled to fly within the air space <NUM>. As such, large amounts of data are being tracked and analyzed. The vast amounts of data are efficiently organized and/or analyzed by the air turbulence control unit <NUM>, as described herein. The air turbulence control unit <NUM> analyzes the data in a relatively short time in order to quickly and efficiently output and/or display information regarding air turbulence locations within the air space <NUM>. For example, the air turbulence control unit <NUM> analyze current locations of the aircraft <NUM> received therefrom in real or near real time to determine locations of air turbulence within the air space <NUM>. A human being would be incapable of efficiently analyzing such vast amounts of data in such a short time. As such, embodiments of the present disclosure provide increased and efficient functionality with respect to prior computing systems, and vastly superior performance in relation to a human being analyzing the vast amounts of data. In short, embodiments of the present disclosure provide systems and methods that analyze thousands, if not millions, of calculations and computations that a human being is incapable of efficiently, effectively and accurately managing.

As described herein, embodiments of the present disclosure provide systems and methods for accurately and timely determining locations of air turbulence within an air space. Embodiments of the present disclosure provide objective systems and methods of determining air turbulence within an air space.

While various spatial and directional terms, such as top, bottom, lower, mid, lateral, horizontal, vertical, front and the like may be used to describe embodiments of the present disclosure, it is understood that such terms are merely used with respect to the orientations shown in the drawings. The orientations may be inverted, rotated, or otherwise changed, such that an upper portion is a lower portion, and vice versa, horizontal becomes vertical, and the like.

It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described embodiments (and/or aspects thereof) may be used in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the various embodiments of the disclosure without departing from their scope. While the dimensions and types of materials described herein are intended to define the parameters of the various embodiments of the disclosure, the embodiments are by no means limiting and are exemplary embodiments.

The scope of the various embodiments of the disclosure should, therefore, be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the appended claims, the terms "including" and "in which" are used as the plain-English equivalents of the respective terms "comprising" and "wherein. " Moreover, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to impose numerical requirements on their objects.

Claim 1:
An air turbulence analysis system (<NUM>), comprising:
an air turbulence control unit (<NUM>) that is configured to receive a position signal from an aircraft (<NUM>) within an air space (<NUM>), wherein the air turbulence control unit (<NUM>) determines a location of air turbulence within the air space (<NUM>) based on the position signal,
characterized in that
the aircraft (<NUM>) includes flight controls (<NUM>) in communication with a communication device (<NUM>), the flight controls (<NUM>) being configured to output flight control signals via the communication device (<NUM>), and
wherein the air turbulence control unit (<NUM>) is configured to receive the flight control signals from the aircraft (<NUM>), and wherein the air turbulence control unit (<NUM>) analyzes the flight control signals to assess the location of the air turbulence.