# US 11,113,978 B2 · System and method for determining and displaying optimized aircraft energy level > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,113,978 B2 - Document ID: US11113978B2 - Status: Granted - Kind: B2 - Application number: 15/265,330 - Filed: 2016-09-14 - Published: 2018-03-15 - Granted: 2021-09-07 - Earliest claimed: 2016-09-14 - Assignees: Honeywell International Inc. - Applicants: Honeywell International Inc. - Inventors: Dorothee De Villele; Erwan Paricaud; Daniel Corbel; Michal Polansky; Zdenek Jancik - Web page: https://patentgrep.com/patent/US11113978B2 ## CPC - G08G 5/54: for approach or landing - B64D 43/02: for indicating aircraft speed or stalling conditions - B64D 45/08: optical - G01C 23/00: Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration - G01C 23/005: {Flight directors (indicating arrangements specially adapted for rotary gyroscopes G01C19/32)} - G08G 5/21: located onboard the aircraft - Y02T 50/80: Energy efficient operational measures, e.g. ground operations or mission management - G08G: TRAFFIC CONTROL SYSTEMS (guiding railway traffic, ensuring the safety of railway traffic B61L; arrangement of road signs or traffic signals E01F9/00; radar or analogous systems, sonar systems, lidar systems specially adapted for traffic control G01S13/91, G01S15/88, G01S17/88; {radar or analogous systems, sonar systems, lidar systems specially adapted for anti-collision purposes G01S13/93, G01S15/93, G01S17/93}) - B64D: EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT - G01C: MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY (measuring liquid level G01F; radio navigation, determining distance or velocity by use of propagation effects, e.g. Doppler effects, propagation time, of radio waves, analogous arrangements using other waves G01S) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A system and method of displaying optimized aircraft energy level to a flight crew includes processing flight plan data, in a processor, to determine the optimized aircraft energy level along a descent profile of the aircraft from cruise altitude down to aircraft destination, and continuously processing aircraft data, in the processor, to continuously determine, in real-time, an actual aircraft energy level. The actual aircraft energy level of the aircraft is continuously compared, in the processor, to the optimized aircraft energy level. The processor is use to command a display device to render an image that indicates: (i) the optimized aircraft energy level, (ii) how the actual aircraft energy level differs from the optimized aircraft energy level, and (iii) how the actual aircraft energy level is trending relative to the optimized aircraft energy level. ## Claims ### Claim 1 A method of displaying optimized aircraft energy level to a flight crew, the method comprising the steps of: processing flight plan data, in a processor, to determine the optimized aircraft energy level along a descent profile of the aircraft from cruise altitude down to aircraft destination; continuously processing aircraft data, in the processor, to continuously determine, in real-time, an actual aircraft energy level; continuously comparing, in the processor, the actual aircraft energy level of the aircraft to the optimized aircraft energy level; and commanding, using the processor, a display device to render an image that indicates: (i) the optimized aircraft energy level, (ii) how the actual aircraft energy level differs from the optimized aircraft energy level, and (iii) how the actual aircraft energy level is trending relative to the optimized aircraft energy level, wherein: the image is rendered as a numbered energy scale having a middle position, a left end, and a right end, a “0” is rendered at the middle position and represents the optimized aircraft energy level, increasing magnitude positive numbers are rendered left of the middle position to indicate a relative amount by which the aircraft actual energy level differs from the optimized aircraft energy level in an over-energy condition, and increasing magnitude negative numbers are rendered right of the middle position to indicate a relative amount by which the aircraft actual energy level differs from the optimized aircraft energy level in an under-energy condition. ### Claim 2 (depends on 1) The method of claim 1, further comprising: commanding, using the processor, the display device to render indicia of one or more thresholds to indicate when corrective action at least could be taken to correct how the actual aircraft energy level is trending relative to the optimized aircraft energy level. ### Claim 3 (depends on 2) The method of claim 2, further comprising: commanding, using the processor, the display device to render one or more alerts when the actual aircraft energy level reaches the one or more thresholds. ### Claim 4 (depends on 1) The method of claim 1, further comprising: determining, in the processor, one or more flight path constraints along the descent profile; and determining, in the processor, a criticality level based on a likelihood of the aircraft meeting the one or more flight constraints at the actual aircraft energy; and commanding, using the processor, the display device to render the image based on the determined criticality level and how the determined criticality level is trending. ### Claim 5 (depends on 1) The method of claim 1, wherein the step of processing the flight plan data comprises: processing optimized aircraft speeds along the descent profile to determine optimized aircraft kinetic energy levels along the descent profile; processing optimized aircraft altitudes along the descent profile to determine optimized aircraft potential energy levels along the descent profile; and summing the optimized kinetic energy levels and the optimized potential energy levels to determine the optimized aircraft energy level along the descent profile. ### Claim 6 (depends on 1) The method of claim 1, further comprising: continuously determining, in the processor, actual aircraft kinetic energy level and actual aircraft potential energy level; and continuously summing the actual aircraft kinetic energy level and the actual aircraft potential energy level to determine the actual aircraft energy level. ### Claim 7 (depends on 6) The method of claim 6, further comprising: sensing aircraft speed; sensing aircraft altitude; continuously processing the sensed aircraft speed, in the processor, to determine the actual aircraft kinetic energy level; and continuously processing the sensed aircraft altitude, in the processor, to determine the actual aircraft potential energy level. ### Claim 8 (depends on 1) The method of claim 1, further comprising: commanding, using the processor, the display device to render one or more visual cues that indicate actions the flight crew could take to converge the actual aircraft energy level toward the optimized aircraft energy level. ### Claim 9 (depends on 1) The method of claim 1, further comprising: automatically supplying commands, using the processor, to one or more aircraft control systems that will cause the actual aircraft energy level to converge toward the optimized aircraft energy level. ### Claim 10 A system for displaying optimized aircraft energy level to a flight crew, comprising: a display device coupled to receive image rendering display commands and configured, upon receipt thereof, to render various images; and a processor coupled to receive flight plan data and aircraft data and configured to: process the flight plan data to determine the optimized aircraft energy level along a descent profile of the aircraft from cruise altitude down to aircraft destination, continuously process the aircraft data to continuously determine, in real-time, an actual aircraft energy level, continuously compare the actual aircraft energy level of the aircraft to the optimized aircraft energy level, and supply image rendering display commands to the display device that cause the display device to render an image that indicates (i) the optimized aircraft energy level, (ii) how the actual aircraft energy level differs from the optimized aircraft energy level, and (iii) how the actual aircraft energy level is trending relative to the optimized aircraft energy level, wherein: the image is rendered as a numbered energy scale having a middle position, a left end, and a right end, a “0” is rendered at the middle position and represents the optimized aircraft energy level, increasing magnitude positive numbers are rendered left of the middle position to indicate a relative amount by which the aircraft actual energy level differs from the optimized aircraft energy level in an over-energy condition, and increasing magnitude negative numbers are rendered right of the middle position to indicate a relative amount by which the aircraft actual energy level differs from the optimized aircraft energy level in an under-energy condition. ### Claim 11 (depends on 10) The system of claim 10, wherein the processor is further configured to command the display device to render indicia of one or more thresholds to indicate when corrective action at least could be taken to correct how the actual aircraft energy level is trending relative to the optimized aircraft energy level. ### Claim 12 (depends on 10) The system of claim 10, wherein the processor is further configured to command the display device to render one or more alerts when the actual aircraft energy level reaches the one or more thresholds. ### Claim 13 (depends on 10) The system of claim 10, wherein the processor is further configured to: process the flight plan data to detect one or more flight path constraints along the descent profile; determine a criticality level based on a likelihood of the aircraft meeting the one or more flight constraints at the actual aircraft energy; and supply the image rendering display commands to the display device that cause the display device to render the image based on the determined criticality level. ### Claim 14 (depends on 10) The system of claim 10, wherein the processor is further configured to: process optimized aircraft speeds along the descent profile to determine optimized aircraft kinetic energy levels along the descent profile; process optimized aircraft altitudes along the descent profile to determine optimized aircraft potential energy levels along the descent profile; and sum the optimized kinetic energy levels and the optimized potential energy levels to determine the optimized aircraft energy level along the descent profile. ### Claim 15 (depends on 10) The system of claim 10, wherein the processor is further configured to: continuously determine actual aircraft kinetic energy level and actual aircraft potential energy level; and continuously sum the actual aircraft kinetic energy level and the actual aircraft potential energy level to determine the actual aircraft energy level. ### Claim 16 (depends on 15) The system of claim 15, further comprising: an aircraft speed sensor configured to sense aircraft speed and supply an aircraft speed signal representative thereof; an aircraft altitude sensor configured to sense aircraft altitude and supply an aircraft altitude signal representative thereof, wherein the processor is coupled to receive the aircraft speed signal and the aircraft altitude signal and is further configured to: continuously process the sensed aircraft speed to determine the actual aircraft kinetic energy level, and continuously process the sensed aircraft altitude to determine the actual aircraft potential energy level. ### Claim 17 (depends on 10) The system of claim 10, wherein the processor is further configured to supply image rendering display commands to the display device that cause the display device to render one or more visual cues that indicate actions the flight crew could take to converge the actual aircraft energy level toward the optimized aircraft energy level. ### Claim 18 (depends on 10) The system of claim 10, wherein the processor is further configured to automatically supply commands to one or more aircraft control systems that will cause the actual aircraft energy level to converge toward the optimized aircraft energy level. ### Claim 19 A system for displaying optimized aircraft energy level to a flight crew, comprising: an aircraft speed sensor configured to sense aircraft speed and supply an aircraft speed signal representative thereof; an aircraft altitude sensor configured to sense aircraft altitude and supply an aircraft altitude signal representative thereof, a display device coupled to receive image rendering display commands and configured, upon receipt thereof, to render various images; and a processor coupled to receive flight plan data, the aircraft speed signal, and the aircraft altitude signal, the processor configured to: process the flight plan data to determine the optimized aircraft energy level along a descent profile of the aircraft from cruise altitude down to aircraft destination, continuously process the sensed aircraft speed to determine the actual aircraft kinetic energy level, continuously process the sensed aircraft altitude to determine the actual aircraft potential energy level continuously compare the actual aircraft energy level of the aircraft to the optimized aircraft energy level, continuously sum the actual aircraft kinetic energy level and the actual aircraft potential energy level to determine the actual aircraft energy level, and supply image rendering display commands to the display device that cause the display device to: render an image that indicates (i) the optimized aircraft energy level, (ii) how the actual aircraft energy level differs from the optimized aircraft energy level, and (iii) how the actual aircraft energy level is trending relative to the optimized aircraft energy level, and render one or more visual cues that indicate actions the flight crew could take to converge the actual aircraft energy level toward the optimized aircraft energy level, wherein: the image is rendered as a numbered energy scale having a middle position, a left end, and a right end, a “0” is rendered at the middle position and represents the optimized aircraft energy level, increasing magnitude positive numbers are rendered left of the middle position to indicate a relative amount by which the aircraft actual energy level differs from the optimized aircraft energy level in an over-energy condition, and increasing magnitude negative numbers are rendered right of the middle position to indicate a relative amount by which the aircraft actual energy level differs from the optimized aircraft energy level in an under-energy condition. ### Claim 20 (depends on 19) The system of claim 19, wherein the processor is further configured to: process the flight plan data to detect one or more flight path constraints along the descent profile; determine a criticality level based on a likelihood of the aircraft meeting the one or more flight constraints at the actual aircraft energy; supply the image rendering display commands to the display device that cause the display device to render the image based on the determined criticality level; process optimized aircraft speeds along the descent profile to determine optimized aircraft kinetic energy levels along the descent profile; process optimized aircraft altitudes along the descent profile to determine optimized aircraft potential energy levels along the descent profile; and sum the optimized kinetic energy levels and the optimized potential energy levels to determine the optimized aircraft energy level along the descent profile.