Disclosed are methods, systems, and non-transitory computer-readable medium for managing energy use in a vehicle. For instance, the method may include receiving forecasted data from a first external source, receiving real-time data corresponding to at least one weather parameter at a first location at a first time, and continuously determining whether to perform an adjustment to a control parameter of the vehicle by using a machine learning model that is based on the forecasted data for the at least one weather parameter, the real-time data for the at least one weather parameter, a battery condition of the vehicle, and/or an estimated amount of energy consumed by traveling along a first navigation path.

A flight management system includes a communications system configured to receive weather data from a remote source, a display system configured to generate an output for a flight display of an aircraft, and at least one processor with a non-transitory processor-readable medium storing processor-executable code. The output includes weather information based on the received weather data. The processor-executable code causes the processor to receive a user input from a user interface element of the aircraft where the user input requests updated weather information. The processor-executable code causes the processor to retrieve, via the communications system and in response to the user input, updated weather data from the remote source; calculate a departure or arrival performance flight parameter based at least in part on the updated weather data; and provide, via the display system, an output for the flight display of the aircraft where the output includes the flight parameter.

A system determines a dynamic collision awareness envelope for a vehicle. The system includes at least one vehicle motion sensor, an operator Line-Of-Sight detector and a processor. The vehicle motion sensor periodically provides measurements relating to the motion of the vehicle in a reference coordinate system. The operator Line-Of-Sight detector periodically provides information relating to the direction of the Line-Of-Sight of an operator of the vehicle, in a vehicle coordinate system. The processor is coupled with the at least one vehicle motion sensor, and with the operator Line-Of-Sight detector. The processor determines an operator vector from the direction of the Line-Of-Sight of the operator. The processor further determines an operational vector at least from the motion of the vehicle. The processor periodically determines a collision awareness envelope respective of each of the operational vectors, from the operator vector and the respective operational vector.

Methods and systems are provided for guiding or otherwise assisting energy management of an aircraft radar vectoring en route to a runway. A method involves dynamically determining an updated predicted lateral trajectory for the radar vectoring when the current aircraft status fails to satisfy a trajectory execution criterion for a previously-predicted lateral trajectory by iteratively adjusting a runway interception point defining a segment aligned with the runway until arriving at the updated predicted lateral trajectory for which a stabilization criterion for the runway can be satisfied. The method determines a target value for an energy state parameter of the aircraft at a current location on the updated predicted lateral trajectory and provides indication of a recommended action to reduce a difference between a current value for the energy state parameter and the target value.

A proximity radar method for a rotary-wing aircraft includes a sequence of phases T(k) of steps. In a first phase T(1), the electronic computer of the radar system computes unambiguous synthetic patterns on the basis of a first activated interferometric pattern M(1) of N unitary radiating groups. In the following phases T(k) of steps, executed successively in increasing order of k, the electronic computer computes synthetic patterns on the basis of interferometric patterns M(k) of rank k, wherein the N unitary radiating groups of a series deviate simultaneously in terms of azimuth and in terms of elevation as k increases, and establishes maps of rank k of the surroundings in terms of azimuth distance/direction and/or elevation distance/direction cells wherein the detected obstacle ambiguities, associated with the network lobes, are removed by virtue of the map(s) provided in the preceding phase or phases.

A proximity radar method for a rotary-wing aircraft includes a sequence of phases T(k) of steps. In a first phase T(1), the electronic computer of the radar system computes unambiguous synthetic patterns on the basis of a first activated interferometric pattern M(1) of N unitary radiating groups. In the following phases T(k) of steps, executed successively in increasing order of k, the electronic computer computes synthetic patterns on the basis of interferometric patterns M(k) of rank k, wherein the N unitary radiating groups of a series deviate simultaneously in terms of azimuth and in terms of elevation as k increases, and establishes maps of rank k of the surroundings in terms of azimuth distance/direction and/or elevation distance/direction cells wherein the detected obstacle ambiguities, associated with the network lobes, are removed by virtue of the map(s) provided in the preceding phase or phases.

Improvements in Global Navigation Satellite System (GNSS) spoofing detection of a vehicle are disclosed utilizing bearing and/or range measurements acquired independently from GNSS technology. Bearing and/or range measurements are determined from a GNSS-calculated position. Additionally, bearing and/or range measurements are acquired from an independent sensor, such as a Very high frequency Omnidirectional Range (VOR) receiver and/or a Distance Measurement Equipment (DME) receiver. The differences between the GNSS-based bearing and/or range and the bearing and/or range determined from the independent sensor, along with any applicable sources of error or uncertainty (including the post-hoc residuals from the GNSS-calculated position), are input into an analytical algorithm (e.g., RAIM) to determine whether GNSS spoofing is present with respect to the calculated GNSS position. If spoofing is detected, an alternative position determining system can be used in lieu of GNSS technology, and alerts can be sent notifying appropriate entities of the spoofing result.

Improvements in Global Navigation Satellite System (GNSS) spoofing detection of a vehicle are disclosed utilizing bearing and/or range measurements acquired independently from GNSS technology. Bearing and/or range measurements are determined from a GNSS-calculated position. Additionally, bearing and/or range measurements are acquired from an independent sensor, such as a Radio Detection and Ranging (radar) and a terrain database. The differences between the GNSS-based bearing and/or range and the bearing and/or range determined from the independent sensor, along with any applicable sources of error or uncertainty (including the post-hoc residuals from the GNSS-calculated position), are input into an analytical algorithm (e.g., RAIM) to determine whether GNSS spoofing is present with respect to the calculated GNSS position. If spoofing is detected, an alternative position determining system can be used in lieu of GNSS technology, and alerts can be sent notifying appropriate entities of the spoofing result.

A method of generating and managing terrain awareness and warning system (TAWS) alerts including determining a number of warnings relating to terrain near an aircraft flight path, each warning indicating terrain above a threshold elevation and having a position associated with the warning. The method further including generating, for each warning, first alert data configured for display as an alert on a display device. The method further including sending the first alert data to the display device, receiving, from the display device, a user request to inhibit a first alert, the first alert based on the first alert data. The method further including generating second alert data for the first alert, wherein the second alert data is configured to inhibit the first alert, wherein inhibiting the first alert includes modifying a display of the first alert on the display device and sending the second alert data to the display device.

A method of generating and managing terrain awareness and warning system (TAWS) alerts including determining a number of warnings relating to terrain near an aircraft flight path, each warning indicating terrain above a threshold elevation and having a position associated with the warning. The method further including generating, for each warning, first alert data configured for display as an alert on a display device. The method further including sending the first alert data to the display device, receiving, from the display device, a user request to inhibit a first alert, the first alert based on the first alert data. The method further including generating second alert data for the first alert, wherein the second alert data is configured to inhibit the first alert, wherein inhibiting the first alert includes modifying a display of the first alert on the display device and sending the second alert data to the display device.