RECONFIGURATION OF AIRCRAFT

Abstract

An aircraft reconfigurator system reconfigures a predetermined aircraft configuration, in particular a cabin layout, for which a distance between a position of a center of gravity of the aircraft, the center of gravity being optimized with respect to aerodynamic characteristics, and the actual position of the center of gravity is determined and thereupon an element of the aircraft is selectively displaced such that the position of the center of gravity is approximated to the optimized position of the center of gravity. Afterwards, a new aircraft configuration, in which the selected element is arranged in the new position, is determined. By means of the reconfiguration of the aircraft it is possible to save fuel.

Claims

1. An aircraft reconfigurator system to reconfigure a predetermined aircraft configuration, the aircraft reconfigurator system comprising: a processing unit that executes software program instructions to: determine a distance between a position of the center of gravity of the aircraft which center of gravity is optimized with regard to aerodynamic aspects and the actual position of the center of gravity; select an element of the aircraft and determining its position; determine a new position of the element of the aircraft as to approximate the position of the center of gravity to the optimized position; and determine a new aircraft configuration, in which the selected element is arranged in the new position.

2. The aircraft reconfigurator system according to claim 1, further comprising an input unit for predetermining loading data of the aircraft, which loading data reflect the weight and the kind of cargo pieces to be transported, wherein the processing unit is configured to consider the cargo pieces as elements of the aircraft, and to determine the actual position of the center of gravity in consideration of the loading data.

3. The aircraft reconfigurator system according to claim 1, further comprising an input unit for predetermining passenger data of the aircraft, wherein the passenger data reflects the number of passengers to be transported, and wherein the processing unit is configured to consider the passengers as elements of the aircraft and to determine the actual position of the center of gravity in consideration of the passenger data.

4. The aircraft reconfigurator system according to claim 1, wherein the element is a monument of an aircraft cabin comprising a galley or a lavatory module, a system component, a particularly electric consumer, a passenger seat, or a structural component.

5. The aircraft reconfigurator system according to claim 1, wherein the element is a trolley.

6. The aircraft reconfigurator system according to claim 1, further comprising an input unit for changing the new position of the element of the aircraft after the processing unit has determined the new aircraft configuration, wherein the processing unit is configured to select a further element of the aircraft thereupon and to subsequently determine a new position of the further element in order to approximate the position of the center of gravity to the optimized position.

7. The aircraft reconfigurator system according to claim 1, wherein the processing unit is configured to determine a probable average fuel saving related to the new position of the element of the aircraft, and related to the new aircraft configuration.

8. A booking system for an airline, the booking system comprising: an aircraft reconfigurator system comprising a processing unit configured to: determine a distance between a position of the center of gravity of the aircraft which center of gravity is optimized with regard to aerodynamic aspects and the actual position of the center of gravity; select an element of the aircraft and determining its position; determine a new position of the element of the aircraft as to approximate the position of the center of gravity to the optimized position; and determine a new aircraft configuration, in which the selected element is arranged in the new position.

9. A method of reconfiguring a predetermined aircraft configuration, the method comprising the steps of: determining a distance between a position of the center of gravity of the aircraft which center of gravity is optimized with regard to aerodynamic aspects and the actual position of the center of gravity; selecting an element of the aircraft; determining a new position of the element of the aircraft as to approximate the position of the center of gravity to the optimized position; and determining a new aircraft configuration, in which the selected element is arranged in the new position.

10. A computer readable medium, having a program stored thereon that instructs a processor of a processing unit to carry out the following steps when being carried out on the processor: determining a distance between a position of the center of gravity of the aircraft which center of gravity is optimized with regard to aerodynamic aspects and the actual position of the center of gravity; selecting an element of the aircraft; determining a new position of the element of the aircraft as to approximate the position of the center of gravity to the optimized position; and determining a new aircraft configuration, in which the selected element is arranged in the new position.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0035] A more complete understanding of the subject matter may be derived by referring to the detailed description and claims when considered in conjunction with the following figures, wherein like reference numbers refer to similar elements throughout the figures.

[0036] FIG. 1 shows an aircraft which may be newly configured by means of an aircraft reconfigurator.

[0037] FIG. 2 shows a booking system with an aircraft reconfigurator according to an exemplary embodiment of the invention.

[0038] FIG. 3 shows possible positions of elements of an aircraft.

[0039] FIG. 4 shows other possible positions of elements of an aircraft.

[0040] FIG. 5 shows a flow chart of a method according to an exemplary embodiment of the invention.

[0041] FIG. 6 shows possible shifts of the actual position of the center of gravity of an aircraft according to an exemplary embodiment of the invention.

[0042] The representations in the drawings are schematic and not to scale.

DETAILED DESCRIPTION

[0043] The following detailed description is merely illustrative in nature and is not intended to limit the embodiments of the subject matter or the application and uses of such embodiments. As used herein, the word exemplary means serving as an example, instance, or illustration. Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description.

[0044] FIG. 1 shows an aircraft 100 which can be newly configured (reconfigured) by means of an aircraft reconfigurator. When referring to reconfiguration, this is in particular to be understood as shift or displacement of cabin elements of the aircraft cabin, which may happen, for example, between two missions of the aircraft. The aircraft comprises a plurality of doors, wherein the doors 101, 105 are indicated as doors 1, the doors 102, 106 arranged behind are indicated as doors 2, the doors 103, 107 arranged behind are indicated as doors 3, and the most rear doors 104, 108 are indicated as doors 4.

[0045] FIG. 2 show a booking device which may also be indicated as booking system, which booking device comprises an aircraft reconfigurator 200 or may at least have access thereto.

[0046] In particular, the aircraft reconfigurator 200 comprises a processing unit 201, a data storage 203 connected thereto, and an input/output unit 202. As a matter of course, multiple input/output units may be provided as well.

[0047] The processing unit 201 is connected to a server 204 which is likewise connected to an input/output unit 250. This input/output unit 250 may be used by passengers when booking seats, for example.

[0048] The system shown in FIG. 2 is able to modify the configuration, i.e., also the cabin layout, in a targeted manner as to improve the position of the center of gravity of the aircraft, i.e., to shift it towards the optimized position of the center of gravity. Thereby, the fuel consumption of the aircraft can be reduced.

[0049] The cabin layout may be automatically generated by using so-called key-performance-indicators, seat and cargo returns, and airline requirements as to obtain an optimized aircraft configuration. In particular, a description logic may be used therefor as to bring all elements of the aircraft logically in relation and to be able to assess rapidly and efficiently which elements and installation positions related thereto are possible and which are not.

[0050] The reconfigurator is able to determine the actual position of the center of gravity of the aircraft and to shift it in a direction towards an optimized position in a targeted manner. Thereby, the reconfigurator may consider the number of booked passengers per seat class, the position of the individual seats and possibly other installations of the passenger cabin, the number, individual and total weight of the cargo pieces to be carried along and possibly also the weight of the fuel and water to be carried along, and the reduction of the weight of the aircraft during the flight.

[0051] For example, the reconfigurator begins with a predetermined configuration of the aircraft which either already exists in this manner (aside from the loading) as the aircraft is already put into operation or which was generated prior to the actual assembly of the aircraft. The optimized position of the center of gravity is being determined from this existing airplane configuration and for a specific loading condition and a specific flight mission (long-distance/short-distance).

[0052] Now, the system may ensure that the actual center of gravity of the aircraft shifts toward the optimal center of gravity in case of a desired reconfiguration as to save fuel. In particular, the system may be configured to determine specific loading scenarios and to bring these to the carrier's attention such that the carrier can decide in a qualified manner at which positions to advantageously position specific cargo pieces. FIGS. 3 and 4 show possible positions of elements in an aircraft cabin which may be described and linked with each other by means of a description logic, for example.

[0053] As now possible positions of various cabin installations as seats, baggage compartments, lavatory modules and galleys are being linked with each other, it is possible that the reconfigurator shifts or swaps specific positions as to come to a better position of the center of gravity.

[0054] For example, if the position of the center of gravity shall be shifted towards the nose, it is possible to shift a business class seat zone which is arranged in a front region of the aircraft cabin from the region between door 1 and door 2 in the region between door 2 and 3 tailwards. Subsequently, a light lavatory module can be shifted further tailwards and a heavy weight galley can be shifted further towards the nose, for example to the position where the light lavatory module was positioned previously. In total, additional galley capacity can be shifted towards the nose.

[0055] In case the position of the center of gravity shall be shifted further tailwards, the following steps may be executed:

[0056] 1. Avoiding heavy weight galleys in the region of door 1.

[0057] 2. Arranging heavy weight front galleys in the region of the wing box (in case this is being classified useful by the reconfigurator) and/or using a heavier tail galley.

[0058] 3. Light lavatory modules may be shifted further towards the nose.

[0059] Description logic may be used as to obtain suitable layouts of the cabin in an efficient manner. In case the cabin layout and the entire configuration of the aircraft are already fixed, the reconfigurator may be used to place the booked passengers to suitable seats and to suitably arrange the carried baggage and other cargo pieces in the cargo space so that the position of the center of gravity can be optimized.

[0060] FIG. 3 shows possible positions of elements of an aircraft, which positions were determined by using the aircraft reconfigurator.

[0061] FIG. 4 shows other possible positions of elements of the aircraft of FIG. 3. In comparison to FIG. 3, an economy class (EC) seat zone is interchanged with a business class (BC) seat zone so that the center of gravity is relocated further to the tail.

[0062] FIG. 5 shows a flow chart of a method according to an exemplary embodiment of the invention. In step 501, determination of an optimized position of the center of gravity of an aircraft takes place for a given total weight of the aircraft. In step 502, determination of the position of the actual center of gravity takes place for a predetermined configuration, seat allocation, and cargo loading. In step 503, one or multiple elements of the aircraft are (virtually) shifted as to shift the position of the actual center of gravity in a direction towards the optimal position of the center of gravity. In step 504, a new aircraft configuration is determined for which the corresponding elements are shifted, and in step 505 it is determined how much fuel can be saved due to this reconfiguration. In case the operator enables the reconfiguration, it is actually carried out in step 506.

[0063] FIG. 6 shows an optimized position 601 of the center of gravity of an aircraft, and two examples for actual positions of the center of gravity 602, 603 determined by the reconfigurator. In the first case, the center of gravity 602 is too near to the nose but at least along the longitudinal axis of the aircraft, and in the second case, the center of gravity 603 is too near to the tail.

[0064] Due to the shifting of in particular heavy weight installations, it is possible to shift the center of gravity 602 further to the tail to the position 604. If the center of gravity of the aircraft is actually located at the position 603, it is possible to shift the center of gravity a bit closer to the nose and to the left to position 605 or even considerably farther towards the nose and to the left to the position 604 by shifting specific elements of the aircraft.

[0065] Optimally and as a matter of course, the center of gravity is shifted exactly to the position 601 as this is that position of the center of gravity for which under a given loading condition most fuel may be saved.

[0066] Additionally, it is noted that including and comprising does not exclude any other elements and a or an does not exclude a plurality. It is further noted that features or steps which are described with reference to one of the above exemplary embodiments may also be used in combination with other features or steps of other exemplary embodiments described above. Reference signs in the claims are not to be construed as a limitation.

[0067] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or embodiments described herein are not intended to limit the scope, applicability, or configuration of the claimed subject matter in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the described embodiment or embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope defined by the claims, which includes known equivalents and foreseeable equivalents at the time of filing this patent application.