• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    A method and apparatus for predicting a fuel (104) for an aircraft (106). Remaining fuel quantities (200), which will be present for fuel use types (124), for the aircraft (106) at a destination (108) are predicted (800). Flight times (122), for the fuel utilization types (124), are calculated (802) from the remaining fuel quantities (200) predicted for the fuel utilization types (124), for aircraft (106) at the destination (108). Graphic indicators (302) are displayed (804) indicating the types of fuel usage (124) and flight times (122) for the fuel use types (124).
    公开号:FR3021736A1
    申请号:FR1551500
    申请日:2015-02-20
    公开日:2015-12-04
    发明作者:Samantha A Schwartz；Andreas Godehart；Nils Kneuper；Andre Lutz；Mariusz Nawotczynski
    申请人:Boeing Co；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION This description generally relates to aircraft and, in particular, the use of fuel in an aircraft. Even more particularly, the present disclosure relates to a method and apparatus for predicting fuel for an aircraft.
    [0002] In the operation of an aircraft, an operator, such as a pilot or an operating technical officer, creates a flight plan, monitors the use of fuel for an aircraft flight, or both, creates a flight plan and monitors the use of fuel. For example, when creating a flight plan, the operator, such as a technical operations officer, identifies the amount of fuel required for the flight. The amount of fuel required by an aircraft also takes into account various rules and regulations that specify the amount of fuel that must be available for different situations in addition to the fuel required to arrive at the destination. For example, the operator can identify the amount of fuel required to reach the destination, the fuel required, if it is placed in a holding path, the fuel required, if the aircraft is being sent to another destination in the flight plan, and the commander's fuel as a reserve. The identifications are for types of fuel use for the aircraft. The amount of fuel planned for use by an aircraft may be adjusted or selected by the pilot prior to take-off. For example, when the aircraft is at the boarding gate and being refueled, the pilot can review the flight plan and make changes to the amount of fuel for the aircraft based on a variety of factors. These factors may include weather conditions, performance of the current aircraft, arrival at the destination at a particular time, and other appropriate factors. The fuel present in the aircraft is indicated through a display system. The display system displays the amount of fuel in the fuel tanks. This display currently shows the amount of fuel with units as the weight of the fuel. If the pilot is uncomfortable with the amount of fuel present or planned for the flight, the pilot may order that an additional amount of fuel be placed in the fuel tanks. To determine whether an additional amount of fuel may be required, the operator performs calculations to determine whether the fuel present or planned is sufficient to arrive at the destination and to satisfy other rules and regulations regarding the amount of fuel that will be required. must be present for the flight to cover various unforeseen events. These types of calculations take a lot of time and require concentration of the operator. For example, these types of operations may be performed in the aircraft by a pilot prior to the flight in addition to other operations for preflight checks and planning. With the number of different operations to be performed before takeoff, the pilot may err on the side of caution and add more fuel than is necessary to meet a desired safety factor. An additional amount of fuel increases the weight of the aircraft.
    [0003] As the weight of the aircraft increases, the fuel consumption of the aircraft increases. As a result, the increased use of fuel can increase the cost of the flight by an amount greater than that desired. Therefore, it would be desirable to have a method and apparatus that takes into account at least some of the problems described above, as well as other possible problems.
    [0004] SUMMARY In an illustrative embodiment, a method for predicting fuel for an aircraft is provided. Remaining quantities of fuel, which will be present, for types of fuel use, for the aircraft, at a destination, are predicted. Flight times for the fuel use types are calculated from the predicted remaining fuel quantities, for the types of fuel usage, for the aircraft, at the destination. Graphical indicators are displayed indicating the types of fuel usage and flight times for the types of fuel use. In the present embodiment, one and / or more of the following provisions may furthermore be used: the display of the graphical indicators (302) indicating the types of fuel utilization and the flight times for the types of fuel; fuel usage includes displaying segments indicating the remaining fuel quantities predicted for the aircraft, the segments corresponding to the types of fuel usage and indicating flight times for the types of fuel usage; each of the segments has a fill level relative to fill levels for other segments to indicate relative amounts of fuel remaining for each of the types of fuel use; - the segments are displayed as a bar; the display of the graphical indicators indicating the types of fuel use and the flight times for the types of fuel use furthermore includes the display of text identifying the types of fuel use and the flight times. for types of fuel use; - the prediction of the remaining quantities of fuel that will be present, for the types of fuel use, for the aircraft, at the destination, includes: the identification of a position on a route in a flight plan identification remaining fuel remaining at the position; and predicting the remaining quantities of fuel at the destination from the actual remaining fuel and any remaining steps in the route in at least one of the flight plan or active route; the prediction of the remaining quantities of fuel at the destination from the actual remaining fuel at the position and any remaining steps in the flight plan route includes the prediction of the remaining fuel quantities at the destination, from the actual remaining fuel and any remaining steps in the route in the at least one of the active flight plan or route, and taking into account at least one of the remaining effective fuel, a position current aircraft, flight plan, weather information, or wind data; the prediction step is carried out before take-off of the aircraft; the prediction step is performed during a flight of the aircraft; the method further comprises identifying whether an additional amount of fuel is required or not, based on the displayed graphical indicators which indicate the types of fuel usage and the flight times for the types of fuel use. . In another illustrative embodiment, an apparatus includes a display system and a fuel predictor. The fuel predictor 3021736 is configured to predict remaining fuel quantities that will be present for types of fuel use, for an aircraft, at a destination. The fuel predictor is further configured to calculate flight times for the fuel use types from the fuel quantities predicted for the fuel use types, for the aircraft, to the destination. The fuel predictor is always configured to further display graphical indicators indicating the types and flight times for the types of fuel usage fuel usage on the display system. The features and functions may be achieved independently in various embodiments of the present disclosure or may be combined in still other embodiments in which further details may be seen with reference to the following description and drawings. The new features that are considered to be attributes of the illustrative embodiments are set forth in the appended claims. Illustrative embodiments, however, as well as a preferred mode of use, additional objectives and features thereof, will be better understood by referring to the following detailed description of an illustrative embodiment of the present disclosure. when read in conjunction with the accompanying drawings, in which: Figure 1 is an illustration of a block diagram of a fuel prediction environment in accordance with an illustrative embodiment; Fig. 2 is an illustration of a block diagram of a visual fuel prediction system generating a visualization of a fuel prediction for an aircraft according to an illustrative embodiment; Fig. 3 is an illustration of a block diagram of a display of the prediction of remaining fuel quantities according to an illustrative embodiment; Fig. 4 is an illustration of a graphical user interface displaying remaining amounts of fuel predicted for an aircraft according to an illustrative embodiment; FIG. 5 is an illustration of a graphical user interface displaying remaining amounts of fuel predicted for an aircraft according to an illustrative embodiment; Fig. 6 is another illustration of a graphical user interface displaying remaining fuel quantities predicted for an aircraft according to an illustrative embodiment; Fig. 7 is yet another illustration of a graphical user interface displaying remaining amounts of fuel predicted for an aircraft according to an illustrative embodiment; Fig. 8 is an illustration of a flowchart of a method for predicting fuel for an aircraft according to an illustrative embodiment; Fig. 9 is an illustration of a flowchart of a method for displaying fuel predictions for types of fuel use for an aircraft in accordance with an illustrative embodiment; and Fig. 10 is an illustration of a block diagram of a data processing system in accordance with an illustrative embodiment. DETAILED DESCRIPTION The illustrative embodiments recognize and take into account different considerations. For example, the illustrative embodiments recognize and recognize that the time and effort required by a pilot to identify the fuel for a flight of an aircraft can go beyond expectations, particularly when the pilot achieves other operations before flight in the aircraft. The illustrative embodiments also recognize and take into account that the fuel display does not differentiate fuel quantities for different types of use. The illustrative embodiments also recognize and take into account that, accordingly, the pilot may add, in an aircraft, a greater amount of fuel than required. Thus, the illustrative embodiments provide a method and apparatus for predicting fuel for an aircraft. In one example, remaining amounts of fuel, which will be present, for types of fuel use, for the aircraft, at the present destination, are predicted. Flight times are calculated for the types of fuel use, from the fuel quantities predicted for the types of fuel use, for the aircraft, to the current destination. Graphical indicators showing the types of fuel usage and flight times for the types of fuel use are displayed. In this way, the visualization of the fuel, whose presence at the destination is predicted, can be presented to the pilot or to another operator. In this example, the destination may be the currently planned destination or may be the location at the end of the flight. In addition, the display of the fuel usage types also provides additional assistance, to an operator, in the flight plan, during operation of the aircraft, or both. The operator may be, for example, the pilot, a technical operating officer, or some other person.
    [0005] In one example, when the operator is a pilot, fuel visualization, the availability of which is predicted, for each type of fuel use, at the current destination, can be presented to the pilot. This visualization provides the pilot with additional assistance by presenting decision points during aircraft operation. In the illustrative examples, a decision point is a location, an hour, or both, which a pilot must take. a decision to determine whether to intervene or the intervention to be performed. Referring now to the figures, and in particular with reference to FIG. 1, an illustration of a schematic diagram of a fuel prediction environment is illustrated in accordance with an illustrative embodiment. In this example, a fuel prediction environment 100 is an example of an environment in which a prediction 102 of a fuel 104 for an aircraft 106 can be made. In these illustrative examples, the prediction 102 may be for the remaining fuel 104 for the aircraft 106 when the aircraft 106 arrives at a destination 108. In these illustrative examples, the destination 108 may be any location to which the aircraft aircraft can arrive. For example, destination 108 may be an airport planned for landing. In other illustrative examples, destination 108 may be another airport, for other locations, which may be used in case it is impossible to arrive at the originally planned airport. In this illustrative example, the aircraft 106 is a commercial aircraft. In other illustrative embodiments, the aircraft 106 may take other forms. For example, the aircraft 106 may be a fixed-wing aircraft, a military aircraft, a rotorcraft, a helicopter, a zeppelin, an airship, a piloted aircraft, a non-piloted air vehicle, or another suitable type of aircraft. As illustrated, a visual fuel prediction system 110 is configured to generate the prediction 102 of the fuel 104 in the aircraft 106 when the aircraft 106 arrives at the destination 108. In addition, the visual fuel prediction system 110 may also display the prediction 102 for an operator 112. The operator 112 may be located in the aircraft 106 or the operator 112 may be at a location remote from the aircraft 106. The visual fuel prediction system 110 has a number of different components. In this illustrative example, the visual fuel prediction system 110 includes a display system 114 and a fuel predictor 116. The display system 114 is a hardware system and may include software. In these illustrative examples, the display system 114 is comprised of a group of display devices 118. When used with reference to articles, a "group of" is one or more items. For example, the display device group 118 is one or more display devices. In these illustrative examples, the display device in the group of display devices 118 can take various forms. For example, the display device may be a multifunction display in the aircraft 106, a touch screen, a liquid crystal display, a CRT display, or some other suitable device. In the illustrative examples, the display system 114 is configured to display a display 120 of the prediction 102. In the present illustrative example, the display 120 of the prediction 102 of the fuel 104 remaining in the aircraft 106 is displayed on a display. one or more of the display device group 118 in the display system 114 in terms of flight time 122. The flight times 122 are displayed instead of other types of units, such as a weight or a volume. . Further, the display 120, when displayed in the display system 114, may also include an indication of the types of fuel utilization 124 for the fuel 104 in the aircraft 106. With the display 120, the Operator 112 can more easily perform an action 126. As illustrated, action 126 can take various forms. For example, the action 126 may be selected from one of the control of an additional fuel quantity, the selection of another destination, the completion of a score, and other appropriate types of fuel. shares. In this illustrative example, the fuel predictor 116 is configured to generate the prediction 102. In addition, the fuel predictor 116 is also configured to generate the display 120 of the prediction 102 for display on the display system. 114. In this manner, the operator 112 can identify and perform the action 126 as a function of the display 120 of the prediction 102 of the fuel 104 remaining when the aircraft 106 arrives at the destination 108. In these illustrative examples, the visualization 120 can be used by the operator 112 in the planning for a flight of the aircraft 106. In other words, the operator 112 can generate or modify a flight plan using the visualization 120 of the prediction 102.
    [0006] In other illustrative examples, the operator 112 may be a pilot, controlling an aircraft, which uses the visualization 120 of the prediction 102 prior to the flight of the aircraft 106. In yet other illustrative examples, the pilot may take decisions and perform action 126 during the flight of aircraft 106 using display 120 of fuel 104 prediction 102 for aircraft 106. Referring now to FIG. a schematic diagram of a visual fuel prediction system, generating a visualization of a fuel prediction, for an aircraft, is illustrated in accordance with an illustrative embodiment. In this example, an illustration of a data stream, used to generate the prediction 102 for the remaining fuel 104 for the aircraft 106, when the aircraft 106 arrives at the destination 108, from FIG. represented. In this illustrative example, in the generation of the prediction 102 for the fuel 104, for the aircraft 106, the fuel predictor 116 is configured to predict remaining fuel quantities 200, which will be present for the types of use. 124, for the aircraft 106, at the destination 108. In other words, the prediction 102 includes remaining quantities of fuel 200, predicted for the aircraft 106, when the aircraft 106 arrives at the destination 108 Typically, the remaining quantities of fuel 200, predicted for the aircraft 106, are in units of measurement, such as weight or volume. As illustrated, the fuel predictor 116 predicts the remaining quantities of fuel 200 based on information 202. The information 202 can take various forms and can be received from different sources. In these illustrative examples, the information 202 comprises at least one of an actual remaining fuel 204, a current aircraft position 206, a flight plan 208, weather information 210, wind data 212, or other types. appropriate information that may be useful in generating the fuel 104 prediction 102, such as the remaining fuel quantities 200, at the destination 108, for the aircraft 106. As used herein, the phrase "at least one of" when used with a list of items means that different combinations of one or more of the items listed may be used, and only one of each item in the list may be be necessary. In other words, at least one of them means that any combination of articles and any number of articles can be used, from the list, but that it is not necessarily the all items in the list. The article can be a particular object, a thing, or a particular category.
    [0007] 20 For example, without limitation, "at least one of Article A, Article B, or Article C" may include Article A, Article A and Article B, or Article B This example may also include Article A, Article B, and Article C or Article B and Article C. Of course, any of these associations of these articles may be present.
    [0008] As illustrated, the remaining effective fuel 204 is the fuel 104 present in the aircraft 106, at a particular time. This instant is the current time at which the operator 112 commands the aircraft 106. In other illustrative examples, the particular instant may be a particular moment, in a flight plan, at which the operator 112 generates a plane of flight for the aircraft 106.
    [0009] In an illustrative example, the current aircraft position 206 may be the current position of the aircraft 106, during the flight of the aircraft 106. When generating a flight plan, the current aircraft position 206 may mean the position of the aircraft 106 along a planned route or a potential route 3021736 for the flight plan. In other words, the current aircraft position 206 may be a position selected by the operator 112 for planning purposes. The flight plan 208 groups the information relating to a flight for the aircraft 106 in this illustrative example. The flight plan 208 includes 5 different types of information. For example, the flight plan 208 may include at least one of waypoints, altitudes, winds, reserve fuel, alternative fuel, additional fuel, unforeseen event fuel, planning fuel remaining , a fuel consumed, other points of destination, or other appropriate types of information. Some of this information is still in flight plan 208. In this illustrative example, meteorological information 210 may include information regarding current weather conditions, predicted weather conditions, or some association thereof. The wind data 212 includes wind information that may be encountered by the aircraft 106. The wind data 212 may include current winds as well as predicted winds. In these illustrative examples, the prediction 102 for the remaining quantities of fuel 200, for the aircraft 106, can be accomplished using presently available prediction methods. These methods can be found in the currently available flight planning tools and software used in the aircraft 106. Examples of flight planning tools include, for example, Jeppesen Internet Flight Planner (J11-P) or Jetplan.com , which is available from Jeppesen.
    [0010] In this illustrative example, the fuel predictor 116 identifies the fuel utilization types 124 for the aircraft 106. In these illustrative examples, the fuel utilization types 124 may comprise at least one of a planned fuel 214 , an unplanned event fuel 216, a commander's fuel 218, an alternative fuel 220, a reserve fuel 222, or other types of fuel utilization 124. In an illustrative example, the planned fuel 214 is a portion of the fuel 104 that is selected for use in the flight of the aircraft 106 along a planned route to the destination 108. In particular, the planned fuel 214 is intended to be used during the execution of the flight in this illustrative example. Unexpected event fuel 216 is fuel 104 which is present in aircraft 106 for use in the event of unforeseen events. Unexpected event fuel 216 is a portion of fuel 104 that has a minimum amount that is set by the regulations. As illustrated, the fuel of the commander 218 is a portion of the fuel 104 that may be designated by the operator 112 as additional quantities of the fuel 104. The fuel of the commander 218 may be additional quantities of the fuel 104 when operator 112 is uncomfortable with the amount of fuel 104 planned or present for aircraft 106. Commander 218 fuel may also be referred to as an additional fuel. In this illustrative example, the alternative fuel 220 is a portion of the fuel 104 that is present in the aircraft 106 to reach an alternative destination instead of the destination 108. For example, meteorological conditions at the destination 108, or other factors, may result in the aircraft 106 being diverted from destination 108 to an alternative destination. The alternative fuel 220 is a portion of the fuel 104 required to reach the alternate destination. Reserve fuel 222 is a portion of fuel 104 that is present in case of unplanned events. The reserve fuel 222 may be used for events that may occur during the normal flight but are not considered in the planned fuel selection 214 or the unplanned event fuel 216. From the fuel utilization types 124 identified for the aircraft 106, the fuel predictor 116 divides remaining quantities of the fuel 104, in the prediction 102, into fuel utilization types 124. After that, the fuel predictor 116 is configured to calculate the times 122 shown in FIG. 1 for the fuel utilization types 124, from the remaining fuel quantities 200 predicted for the fuel utilization types 124, for the aircraft 106, at the destination 108. this is illustrated, the flight times 122 are for the aircraft 106 moving to the destination 108. In other words, the destination 108 is the current destination for the aircraft In other illustrative examples, flight times 122 may be times from a particular location in a flight plan, such as flight plan 208. Fuel predictor 116 is also configured to display the display 120 in a manner which indicates the fuel utilization types 124, 5 for the aircraft 106, and the flight times 122, for the fuel utilization types 124, as predicted by the fuel predictor 116, on the display system 114. In these illustrative examples, the display 120 of the prediction 102 is presented to the operator 112 through the display unit group 118, shown in FIG. FIG. 1, in the display system 114. In these illustrative examples, the display 120 of the remaining fuel quantities 200 predicted for the aircraft 106 can be used by the operator 112 to make decisions and carry out the action. 126 in Figure 1 with less time and effort compared to the systems currently used to display the fuel 104.
    [0011] In addition, the operator 112 may schedule lower quantities of the fuel 104 to reach the destination 108 via the display 120. The initial plan realized by the operator 112 and the initially planned use The fuel 104 is all used during the flight of the aircraft 106. In other words, the fuel 104, planned by the operator 112, can be the fuel 104 after an initial plan for the fuel 104 is made. for a flight plan. In this way, costs for a flight of the aircraft 106 can be reduced. For example, the cost reduction may be reduced fuel costs to operate the aircraft 106. As illustrated, the fuel predictor 116 may be implemented in software, hardware, firmware or an association of those -this. When software is used, the operations performed by the fuel predictor 116 may be implemented in a program code configured to run on a processing unit. When firmware is used, the operations performed by the fuel predictor 116 may be implemented in program code and data and stored in a permanent memory for execution on a processing unit. When equipment is used, the equipment may include circuits that operate to perform the operations in the fuel predictor 116.
    [0012] In the illustrative examples, the hardware may take the form of a circuit system, an integrated circuit, an application specific integrated circuit (ASIC), a programmable logic device, or some other appropriate type of hardware configured to perform a number of operations. With a programmable logic device, the device can be configured to perform the number of operations. The device can be reconfigured later or can be permanently configured to perform the number of operations. Examples of programmable logic devices include, for example, a programmable logic array, a PAL circuit, a computer programmable logic array, a user programmable PAL circuit, and other suitable hardware devices. In addition, the methods can be implemented in organic components integrated with inorganic components and can be composed entirely of organic components, excluding a human being. For example, the methods can be implemented as circuits in organic semiconductors. In this illustrative example, the fuel predictor 116 may be implemented as, or in, a computer system 224. The computer system 224 is comprised of a group of data processing systems 226. When more than one system In the group of data processing systems 226, the data processing system in the computer system 224 can communicate with each other via a communications medium, such as a data carrier. a network. The network may include wired links, wireless links, or both. Parts or all of the computer system 224 may be located on the aircraft 106. In some examples, the computer system 224 may be distributed to other locations, such as an airline center, an aircraft manufacturer , or other appropriate locations. In this illustrative example, the fuel predictor 116 implemented in a data processing system in the data processing system group 226 may be located in a palliai a flight management system in the aircraft 106, a saddlebag. electronic banking system (EFB), tablet computer, laptop computer, mobile phone, body computer with an optical viewing headset (OHMD), a desktop computer, or some other suitable data processing system 3021736. In other words, the group of data processing systems 226 can be composed of different types of data processing systems. Referring now to FIG. 3, an illustration of a block diagram of a display of the prediction of remaining fuel quantities is illustrated in accordance with an illustrative embodiment. In the present example illustrated, a graphical user interface 300 is an example of an interface that can be displayed within the display system 114 to provide the display 120 of the fuel 102 prediction 102, as is shown in FIG. shown in Figure 1. As illustrated, the graphical user interface 300 includes graphical indicators 302. The fuel predictor 116 is configured to display the graphical indicia 302 indicating the types of fuel usage 124 and the flight times. In the present illustrative example, the display of the graphical indicia 302 can take the display of the graphical user interface 302 on the display system 114 as shown in FIG. the shape of segments 304 indicating the remaining quantities of fuel 200 predicted for the aircraft 106. As illustrated, the predictor of fuel 116 is configured to display the segments 304, in the graphical user interface 300, on the display system 114, which indicate a predicted fuel level. The segments 304 correspond to the types of fuel utilization 124 and the flight times 122 for the fuel utilization types 124. In this manner, the segments 304 can graphically indicate the remaining quantities of fuel 200. In this example illustratively, the segments 304 correspond to the fuel utilization types 124 and indicate the flight times 122 for the fuel utilization type 124. In other words, each segment in the segments 304 represents a particular type of use. In an illustrative example, the segments 304 are displayed in the form of a bar 306. The indication of the remaining quantities of fuel 200 can be made from in a number of different ways. For example, the segments 304 may be graphically represented as blocks 310. Each of the blocks 310 may indicate the remaining quantities of fuel 200 that may be present or planned for different types of fuel use 124. The blocks 310 may The filling levels 312 indicate the remaining quantities of fuel 200, the presences of which are predicted, for the respective blocks of the blocks 310. For example, the block 314 in the blocks 310 may comprise a level The fill level 316 indicates the remaining amount of fuel 200 remaining for a particular type of fuel utilization represented by the block 314. As illustrated, each of the segments 304 includes a fill level over fill levels 312 for other segments in segments 304 to indicate quantiums Relative fuel remaining amounts 104 for each of the fuel utilization types 124. In this manner, the relative fuel remaining quantities 200 planned for the fuel utilization types 124 and the remaining fuel quantities 200 predicted for the fuel utilization types. types of fuel use 124 may be indicated graphically. In this manner, the fill level 316 of the segments 304 indicates the amount of fuel for a particular type of fuel utilization type 124 compared to other types of the fuel utilization types 124. The fill level may be in terms of length, width, area, or some other aspect that indicates the size of the segments 304. Each of the segments may have a fill level relative to other segments to indicate relative amounts of the remaining fuel for each of the types of fuel use. In addition, the graphical indicia 302 may also include a text 308. In the present illustrative example, the fuel predictor 116 is further configured to display the text 308 identifying the fuel utilization types 124 and the flight times 122 for the types of fuel usage 124 in the graphical user interface 300. The text 308 may be displayed in association with the segments 304. For example, the text 308 may be displayed in locations relative to the segments 304 to display segment information 304. In other illustrative examples, the text 308 is displayed along with other graphical indicators 302 shown in association with the segments 304. For example, an arrow, a graph, or some other type The graphical indicator can be used to show that a particular portion of the text 308 provides information regarding a particular segment. in the segments 304. In these illustrative examples, the text 308 may present information such as, for example, the identification of the types of fuel utilization 124 and flight times 122 for the types of fuel utilization 124. Of course, the text 308 may also be displayed to provide other types of information to the operator 112. Other types of information may include, for example, the actual remaining fuel 204 in Figure 2 or other appropriate types of information. In the illustrative example, the segments 304 may be used to present to the pilot or to another operator the visualization 120 of decision points. As illustrated, the display 120 provides the pilot with additional assistance by presenting decision points during the operation of the aircraft 106. The decision points are the times at which the type of fuel utilization in the types The fuel utilization type 123 may be used according to a prediction by the fuel predictor 116. The type of fuel utilization 20 may be a type other than the planned fuel 214. For example, when using the fuel alternative 220 is predicted, a determination is made to determine whether to change the destination 108 to an alternate airport. As another example, when the use of reserve fuel 220 is predicted, a determination is made to determine whether to declare an emergency. The illustrations of the fuel prediction environment 100 and the various components in Figures 1 to 3 are not intended to imply physical or architectural limitations of how an illustrative embodiment can be implemented. Other components in addition to, or in place of, those illustrated may be used. Some components may be useless. Also, the blocks are presented to illustrate some functional components. One or more of these blocks may be combined, divided, or combined and divided into different blocks when implemented in an illustrative embodiment. For example, the display 120 of the prediction 102 may be configured so that the display 120 may be presented on different types of data processing systems within the data processing system group 226. This display 120 may be such that the display is the same or substantially the same on different types of data processing systems in the group of data processing systems 226. As another example, in some illustrative examples, the remaining quantities of fuel 200 predicted for the aircraft 106 can be converted to flight time 122 and then the flight times 122 can be divided into fuel utilization types 124. As another example, the segments 304 in FIG. be arranged to have a shape other than the bar 306. For example, the segments 304 may be arranged to form an arc, a circle, or some other c appropriate configuration. In still other illustrative examples, the graphical indicators 302 may include other types of graphics, in addition to, or in place of, segments 304 and text 308. For example, animation, color, bold , a blink, a font size, lines, and other types of appropriate graphical indicators may be used in the graphical indicators 302. As another illustrative example, the segments 304 may be graphically indicated in FIG. other forms other than using the blocks 310. For example, the segments 304 may be composed of lines. Fill levels 312 may be indicated using color, line weight, or other graphical indicators. Referring next to FIGS. 4 to 7, an illustration of a graphical user interface displaying predicted fuel visualizations to a destination of an aircraft is illustrated in accordance with a illustrative realization. Referring first to FIG. 4, an illustration of a graphical user interface displaying remaining amounts of fuel predicted for an aircraft is illustrated in accordance with an illustrative embodiment.
    [0013] The graphical user interface 400 is an example of an implementation for the graphical user interface 300 shown in block form in FIG. 3. In the present example illustrated, the graphical user interface 400 comprises segments 401. The segments 401 include a segment 402, a segment 404, a segment 406, a segment 408, a segment 410, and a segment 412. As illustrated, the segments 401 all have the same length. Of course, in other illustrative examples, different segments may have different lengths depending on the particular implementation.
    [0014] Segments 401 represent types of fuel use for an aircraft. For example, segment 402 and segment 404 represent a planned use of fuel. Segment 406 represents an unforeseen event fuel and segment 408 represents a commander's fuel. Segment 410 represents an alternative fuel and segment 412 represents a reserve fuel. In this illustrative example, the different types of fuel use can be further accentuated through the use of color. For example, the segment 402 and the segment 404 for the planned fuel use may have a color 430. The segment 406 for the unforeseen event fuel may have a color 432, and the segment 408 for the fuel use of the commander may have a color 434. The segment 410 for the alternative fuel may have a color 436 and the segment 412 for the reserve fuel may have a color 438. In the present illustrative example, the amount of fuel for a particular type of fuel. The use of fuel 20 can be illustrated by the amount of fill level of the color within a segment. In these illustrative examples, the segments 401 are displayed in the order of use. As a result, fill levels are represented for individual segments in segments 401 and for a bar 414 in the set.
    [0015] For example, the bar 414 represents the fuel up to a fill level 450. Each of the segments 401 provides an indication of the amount of fuel whose presence at the destination is predicted for a particular type of fuel utilization. fuel. As illustrated, the indication is provided through a length of each segment which is compared to the length of other segments in the segments 401. The color fill level in the segments 401 provides an indication. In these illustrative examples, the segments 401 are shown in block form and have fill levels. As can be seen in this illustrative example, the segments 401 are displayed as a bar 414. In other words, the different segments 5 in the segments 401 are arranged to form the bar 414. As illustrated, the bar 414 provides a total indication of the fuel, the presence of which is predicted, for the aircraft when it arrives at the destination. In this illustrative example, a text 416 is also displayed in the graphical user interface 400. The text 416 is displayed in association with the segments 401 in a manner that provides more information regarding each of the segments 401. For example, the text 416 is displayed in a manner to indicate the type of fuel use for each segment in segments 401. In addition, text 416 also identifies the amount of flight time for each type of fuel whose presence, at the destination, is predicted.
    [0016] For example, section 418 in text 416 identifies the total remaining flight time for the aircraft when the aircraft arrives at the destination. In other words, Section 418 identifies the remaining flying time and the weight of the fuel, taking into account all types of fuel that are present. In this example, section 418 indicates that a flight time of about two hours and 25 minutes remains when the aircraft arrives at the destination. The weight of fuel predicted is approximately 28,485 pounds. Section 420 in text 416 is associated with segment 402 and segment 404. Section 420 indicates that the presence of excess fuel at the destination is predicted. Excess fuel can result from, for example, the presence of tailwinds. Next, section 422 in text 416 identifies segment 406 as an unplanned event fuel with 30 minutes of flight time. Section 424 in text 416 identifies segment 408, as the commander's fuel, with a flight time of about 13 minutes and section 426 in text 416 identifies segment 410, as an alternative fuel, with a flight time of about 17 minutes. Section 428 in text 416 identifies segment 412 as a reserve fuel with a flight time of about 45 minutes.
    [0017] Next, in FIG. 5, an illustration of a graphical user interface displaying remaining fuel quantities, predicted for an aircraft, is illustrated in accordance with an illustrative embodiment. In this example, segment 406, segment 408, segment 410, and segment 412 are displayed in graphical user interface 400. Segment 402 and segment 404 are not displayed in this example because the use of all the planned fuel, before the aircraft arrives at the destination, is predicted. In this example, section 418 of text 416 indicates that approximately one hour and 34 minutes of flight time is still available with the fuel whose presence at the destination is predicted. The weight of fuel predicted is approximately 22,840 pounds. As illustrated, the bar 414 is resized to indicate the fuel change whose presence is predicted. In this illustrative example, an unplanned event fuel utilization can be identified by section 422 in text 416 indicating that about 19 minutes of unplanned event fuel will be present at the destination. The length of the segment 406 is shorter than that shown in FIG. 4. Referring to FIG. 6, another illustration of a graphical user interface displaying remaining quantities of fuel, predicted for an aircraft, is illustrated. according to an illustrative embodiment. In this example, section 418 in the text 416 indicates that the presence of about one hour and 17 minutes of flight time, when the aircraft arrives at the destination, is predicted. The weight of the fuel, whose presence is predicted, is about 23042 pounds. In this example, the segment 406 is reduced in length to indicate that a lesser amount of unforeseen event fuel will be present at the destination, relative to the illustration of this segment in FIG. 4 and FIG. Referring to FIG. 7, yet another illustration of a graphical user interface displaying remaining fuel quantities predicted for an aircraft is illustrated in accordance with an illustrative embodiment. In this example, section 418 of text 416 indicates that a flight time of about one hour and six minutes will be available when the aircraft arrives at the destination. The weight of the fuel, whose presence is predicted, is about 22178 pounds. Also, also segment 406 is not displayed, in addition to segment 402 and segment 404, because it is predicted that no unplanned event fuel will be present when the aircraft arrives at the destination. The illustrations of the graphical user interface 400 in Fig. 4 are not intended to limit the manner in which other visualizations of fuel predictions, which will be present in the aircraft arriving at the destination, may be presented to an operator. . In other illustrative examples, the weight of the fuel may be omitted from section 418 of text 416. Also, cross-hatching or other types of graphical indicators, other than color, may be used to differentiate segments 401 from each other. For example, the text 416 may include font sizes, font types, or other graphical indicators to emphasize the difference between different types of fuel usage. Referring now to FIG. 8, an illustration of a flowchart of a method for predicting fuel for an aircraft is illustrated in accordance with an illustrative embodiment. The method illustrated in FIG. 8 can be implemented in the visual fuel prediction system 110 in FIG. 1. The method begins by predicting remaining quantities of fuel, which will be present for types of fuel use, for an aircraft at a destination (operation 800). After that, the method calculates a flight time, for the fuel utilization types, from the predicted remaining fuel quantities, for the types of fuel use, for the aircraft, to the destination (operation 802). . The method then displays graphical indicators indicating the types of fuel usage and flight times for the types of fuel use (operation 804). This process can be repeated any number of times before starting the flight of the aircraft. The visualization displayed by the method may be used by an operator to select and perform an action with respect to the aircraft. This action may be, for example, the demand for an additional amount of fuel, the demand for a lower amount of fuel, the change of destination, the change of an alternate destination, and other appropriate actions.
    [0018] Referring now to FIG. 9, an illustration of a flowchart of a method for displaying fuel predictions for types of fuel use for an aircraft is illustrated in accordance with a illustrative realization. The process begins with the identification of a current aircraft position (operation 900). In operation 900, the current aircraft position is identified with respect to the flight plan for this flight of the aircraft. This current position may be the position identified during the generation of the flight plan to predict the fuel that will be present for different types of fuel when the aircraft arrives at the destination. The actual position can also be identified before take-off, when the pilot is in the cockpit, or during the flight of the aircraft. After that, the method reads a flight plan (operation 902). In operation 902, the flight plan can be read by retrieving the flight plan from a storage location in a data processing system. In this illustrative example, the flight plan includes information that can be used to predict the fuel remaining in the aircraft as the aircraft arrives at the destination. For example, the flight plan includes waypoints, altitudes, wind information, destination, and other appropriate information. Also, the flight plan may also include the types of fuel usage, the availability of which is planned for the aircraft, during the flight. The method compares the actual remaining fuel with the predicted remaining fuel at the current aircraft position (operation 904). The method also receives environmental information (operation 906). This environmental information may be, for example, up-to-date information about wind and weather. This information may be current wind and meteorological information for predicted information about environmental factors. The method identifies an active route for the aircraft (operation 908).
    [0019] The active route is available as information for the flight management system (FMS) in the aircraft. The active route includes a list of remaining waypoints, the attainment of which is planned, for the current route used for the flight of the aircraft. In the illustrative examples, the current position of the aircraft and the current route are used to make predictions about future fuel utilization relative to the original plan. The current route may have changed in relation to the route in the initial flight plan. Thus, the current route is used to predict the amount of fuel that is required, from the current position, via the following waypoints, to the currently planned destination. These waypoints are considered as waypoints and are used to perform calculations for comparing actual and planned fuel use.
    [0020] The process then predicts remaining quantities of fuel that will be present at a destination (operation 910). The prediction of the remaining quantities of fuel at the destination can be accomplished in operation 910 from the actual remaining fuel and any remaining steps in at least one of the route in the flight plan or active route, as well as other factors.
    [0021] The remaining quantities of fuel, the presences of which are predicted, are then divided into types of fuel use (operation 912). In this illustrative example, the fuel utilization types are identified from the flight plan for the aircraft. In this illustrative example, the remaining fuel prediction can be made using a method that takes into account this information, as well as other information. For example, the remaining fuel prediction uses a model of the aircraft to identify factors, such as the amount of fuel consumed based on environmental factors, speed, altitude, and other appropriate factors. The method then displays a graphical user interface with a display of the remaining fuel indicating the types of fuel usage and flight times for the types of fuel usage (operation 914), with the process finishing after that. This method may be repeated any number of times to provide fuel information, a remaining amount of which is predicted for the aircraft at the destination. The flow diagrams and block diagrams in the various illustrated embodiments illustrate the architecture, functionality, and operation of certain possible implementations of apparatus and methods in an illustrative embodiment. In this regard, each block in the flowcharts or schemes 3021736 of principle may represent a module, a segment, a function, a part of an operation or step, a certain association thereof. In some other implementations of an illustrative embodiment, the function or functions noted in the blocks may occur outside the order noted in the figures. For example, in some cases, two blocks represented in succession can be executed substantially simultaneously, or the blocks can sometimes be made in the reverse order, depending on the functionality involved. Also, other blocks can be added in addition to the blocks illustrated in a flowchart or schematic diagram.
    [0022] Referring now to FIG. 10, an illustration of a block diagram of a data processing system is illustrated in accordance with an illustrative embodiment. The data processing system 1000 may be used to implement one or more data processing systems in the computer system 224 in FIG. 2. As illustrated, the data processing system 1000 includes a framework for application of the data processing system. communication 1002, which provides communications between a processing unit 1004, storage devices 1006, the communication unit 1008, an input / output unit 1010, and a display 1012. In some cases, the frame of Communication application 1002 can be implemented as a bus system. The processing unit 1004 is configured to execute software instructions to perform a number of operations. The processing unit 1004 may comprise at least one of a number of processors, a multiprocessor core, or some other type of processor, depending on the implementation. In some cases, the processing unit 1004 may take the form of a hardware unit, such as a circuit system, an application specific integrated circuit (ASIC), a programmable logic device, or some other type. appropriate hardware unit. Instructions for the operating system, applications, and / or programs executed by the processing unit 1004 may be located in the storage devices 1006. The storage devices 1006 may be in communication with the storage unit. processing 1004 through the communication application frame 1002. As used herein, a storage device, also called a computer readable storage device, is any piece of hardware capable of storing information temporarily, permanently, or both. Such information may include, but is not limited to, at least one of data, program code, or other type of information. A memory 1014 and a permanent storage 1016 are examples of the storage devices 1006. The memory 1014 can take the form of, for example, random access memory or some type of volatile or nonvolatile storage device. Permanent storage 1016 may comprise any number of components or devices. For example, the permanent storage may include a hard disk, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the foregoing. The medium used by the permanent storage 1016 may be, or may not be, removable. The communication unit 1008 allows the data processing system 1000 to communicate with other data processing systems, devices, or both. Communication unit 1008 may provide communications using physical, wireless, or both. The input / output unit 1010 allows an input to be received from other devices connected to the data processing system 1000, and an output to be sent thereto. the input / output unit 1010 may allow user input to be received via a keyboard, a mouse, and / or some other type of input device. In another example, the input / output unit 1010 may allow the output to be sent to a printer connected to the data processing system 1000. The display 1012 is configured to display information for a user. The display 1012 may include, for example, without limitation, at least one of a monitor, a touch screen, a laser display, a holographic display, a virtual display, or some other type of display device. In this illustrative example, the processes of the various Illustrative embodiments may be made by the processing unit 1004 using computer implemented instructions. These instructions may be called 3021736 program code, computer usable program code, or computer readable program code and may be read and executed by one or more processors in the processing unit 1004. In these examples, a code of The program 1018 is located, in a functional form, on a computer readable medium 1020, which is selectively removable, and can be loaded onto or transferred to the data processing system 1000 for execution by the processing unit 1004. program code 1018 and computer readable medium 1020 together form a computer program product 1022. In the present illustrative example, the computer readable medium 1020 may be a computer readable storage medium 1024 or a readable signal carrier. by computer 1026. Computer-readable storage medium 1024 is a physical or tangible storage device used to store the program code 1018 rather than a medium that propagates or transmits the program code 1018. The computer readable storage medium 1024 may be, for example, without limitation, an optical or magnetic disk or a permanent storage device which is connected to the data processing system 1000. Alternatively, the program code 1018 can be transferred to the data processing system 1000 using the computer readable signal medium 1026. The computer readable signal bearer 1026 can be for example, a propagated data signal containing program code 1018. This data signal may be an electromagnetic signal, an optical signal, and / or some other type of signal that may be transmitted over communication links. The illustration of the data processing system 1000 in Figure 10 is not intended to provide architectural limitations of how illustrative embodiments can be implemented. The various illustrative embodiments may be implemented in a data processing system which includes components in addition to or instead of those illustrated for the data processing system 1000. In addition, the components shown in FIG. be changed from the illustrated illustrative examples. Thus, the illustrative embodiments provide a method and apparatus for predicting the amount of fuel that will be present when an aircraft arrives at a destination. In these illustrative examples, the prediction of the remaining fuel 27 in an aircraft is displayed as a visualization. This visualization includes a graphical user interface that includes types of fuel usage and flight times for the types of use for a fuel of which a quantity remaining in the aircraft when the aircraft arrives at the destination, e44Dreclite .
    [0023] In this way, an operator, such as a pilot, can more accurately identify a fuel required for a flight of an aircraft compared to currently used techniques. Illustrative examples may be implemented during the planning of a flight, before take-off, and during the flight as such of the aircraft. In this way, the situational knowledge of a pilot can also be increased, to reduce the time and effort required to make decisions regarding the planning and control of an aircraft. With an illustrative embodiment, the confidence regarding the amount of fuel loaded on an aircraft can be increased compared to currently used techniques.
    [0024] For example, during the pre-flight, the pilot may request an additional amount of fuel depending on the display displayed with the types of fuel usage and the flight times for the types of use. In addition, the pilot may also make more specific decisions as to whether the aircraft needs to change directions to an alternative destination when various environmental conditions change. Environmental conditions include winds, weather, and other appropriate conditions. In addition, decisions regarding the change of destinations can be made earlier by using a visual fuel prediction system in accordance with an illustrative embodiment.
    [0025] Also, the pilot can make decisions more precisely to decide whether to increase the speed of an aircraft to make up for lost time or whether to continue flying at the current speed depending on the visualization of the remaining fuel predicted. in terms of fuel usage types and flight times for the types of use.
    [0026] The description of the various illustrative embodiments has been presented for illustrative and descriptive purposes, and is not intended to be exhaustive or limited to the embodiments in the form described. Many misunderstandings and variations will be obvious to the ordinary person skilled in the art. In addition, various illustrative embodiments may provide different features as compared to other desirable embodiments. The embodiment or embodiments selected are selected and described to best explain the principles of the embodiments, the practical application, and to enable other ordinary persons of the art to understand the description for various purposes. embodiments with various modifications as appropriate for the particular use envisaged. Note: The following paragraphs describe additional aspects of the invention. An apparatus, comprising: a display system (114); and a fuel predictor (116) configured to predict remaining amounts of fuel (200) that will be present for fuel use types (124), for an aircraft (106), at a destination (108); for calculating flight times (122), for fuel use types (124), from the remaining fuel quantities (200) predicted for fuel use types (124), for the aircraft (106) at the destination (108); and displaying graphical indicators (302) indicating the types of fuel usage (124) and flight times (122) for the fuel use types (124) on the display system (114). A2. The apparatus of paragraph A1, wherein the fuel predictor (116) is located in one of a flight management system in the aircraft (106), an electronic flight bag, an electronic tablet, a laptop computer, a mobile phone, body computer with an optical viewing headset, and a desktop computer. A3. The apparatus of paragraph A1, wherein, when configured to display the graphical indicators (302) indicating the types of fuel use (124) and the flight times (122) for the types of fuel use (124), the fuel predictor (116) is configured to display segments (304), on the display system (114), that indicate a predicted fuel level, wherein the segments (304) correspond to the types fuel utilization (124) and flight times (122) for the fuel utilization types (124).
    [0027] 3021736 29 A4. The apparatus of paragraph A3, wherein each of the segments (304) has a fill level (316), relative to fill levels (312) for other segments, to indicate relative amounts of fuel (104) remaining for each of the types of fuel use (124).
    [0028] 5 A5. The apparatus of paragraph A3, wherein the segments (304) are displayed as a bar (306). A6. The apparatus of paragraph A2, wherein, when configured to display the graphical indicators (302) indicating the types of fuel usage (124) and the flight times (122) for the types of use of fuel (124), the fuel predictor (116) is further configured to display a text (308) identifying the types of fuel usage (124) and the flight times (122) for the fuel use types (124). A7. The apparatus of paragraph A1, wherein, when configured to predict the remaining quantities of fuel (200) that will be present for the types of fuel use (124), for the aircraft (106), to the destination (108), the fuel predictor (116) is configured to identify a position on a route in a flight plan (208); for identifying an actual remaining fuel (204) at the position; and for predicting the remaining quantities of fuel (200), at the destination (108), from the actual remaining fuel (204) and any remaining 20 steps in the flight plan route (208). AT 8. The apparatus of paragraph A7, wherein, when configured to predict the remaining quantities of fuel (200), at the destination (108), from the actual remaining fuel (204) and any remaining steps in the in the flight plan (208), the fuel predictor (116) is configured to predict the remaining fuel quantities (200) at the destination (108) from the actual remaining fuel (204) and any remaining steps in the flight plan route (208) and to take into account at least one of the actual remaining fuel (204), a current aircraft position (206), the flight plan (208), meteorological information (210), or wind data (212).
    [0029] A9. The apparatus of paragraph A1, wherein the fuel utilization types (124) are selected from at least one of a scheduled fuel (214), a reserve fuel (222), an alternative fuel (220) , a commander's fuel (218), or an unforeseen event fuel (216).
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. A method for predicting a fuel (104) for an aircraft (106), the method comprising: predicting (800) remaining fuel quantities (200) that will be present for fuel use types (124), for the aircraft (106) at a destination (108); the time of flight calculation (802) (122), for the fuel utilization types (124), from the remaining fuel quantities (200) predicted for the fuel utilization types (124), for the aircraft (106) at the destination (108); and displaying (804) graphical indicators (302) indicating the types of fuel usage (124) and the flight times (122) for the types of fuel usage (124).
    [0002]
    The method of claim 1, wherein the display of the graphical indicators (302) indicating the types of fuel use (124) and the flight times (122) for the fuel utilization types (124) comprises : the segment display (304) indicating the remaining fuel quantities (200) predicted for the aircraft (106), wherein the segments (304) correspond to the fuel utilization types (124) and indicate the fueling times (204); flight (122) for the types of fuel use (124).
    [0003]
    The method of claim 2, wherein each of the segments (304) has a fill level (316) with respect to fill levels (312) for other segments to indicate relative amounts of the remaining fuel (104). for each of the types of fuel use (124).
    [0004]
    The method of claims 2 to 3, wherein the display of the graphical indicators (302) indicating the types of fuel use (124) and the flight times (122) for the types of fuel use (124). ) further comprises: displaying a text (308) identifying the types of fuel usage (124) and the flight times (122) for the fuel use types (124). 3021736 31
    [0005]
    The method of claim 1, wherein the prediction of the remaining fuel quantities (200) that will be present for the fuel use types (124), for the aircraft (106), at the destination (108), includes: identifying a position on a route in a flight plan (208); Identifying the actual remaining fuel (204) at the position; and predicting the remaining quantities of fuel (200) at the destination (108) from the actual remaining fuel (204) and any remaining steps in the route in at least one of the flight plan (208) or an active route. 10
    [0006]
    The method of claim 5, wherein the prediction of the remaining fuel quantities (200), at the destination (108), from the actual remaining fuel (204), at the position, and any remaining steps in the The route in the flight plan (208) includes: predicting the remaining fuel quantities (200) at the destination (108) from the actual remaining fuel (204) and any remaining steps in the route in the aircraft. at least one of the flight plan (208) or the active route and the taking into account of at least one of the actual remaining fuel (204), a current aircraft position (206), the flight plan (208), meteorological information (210), or wind data (212). 20
    [0007]
    The method of claims 5 to 6, wherein the predicting step is performed during a flight of the aircraft (106).
    [0008]
    The method of claims 5 to 6, wherein the predicting step is performed prior to take-off of the aircraft (106).
    [0009]
    The method of claim 1, further comprising: identifying whether an additional amount of fuel is required or not based on the displayed graphical indicia (302) which indicates the types of fuel use (124) and the flight time (122) for fuel use types (124).
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    同族专利:
    公开号 | 公开日
    DE102015106537A1|2015-12-03|
    US9376216B2|2016-06-28|
    US20150344148A1|2015-12-03|
    CN105173096A|2015-12-23|
    JP6474317B2|2019-02-27|
    CN105173096B|2019-10-11|
    JP2015227158A|2015-12-17|
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    法律状态:
    2016-02-17| PLFP| Fee payment|Year of fee payment: 2 |
    2017-02-23| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-27| PLSC| Publication of the preliminary search report|Effective date: 20171027 |
    2018-02-27| PLFP| Fee payment|Year of fee payment: 4 |
    2019-02-25| PLFP| Fee payment|Year of fee payment: 5 |
    2020-02-25| PLFP| Fee payment|Year of fee payment: 6 |
    2021-02-23| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/291,279|US9376216B2|2014-05-30|2014-05-30|Visual fuel predictor system|
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