AIRCRAFT ANTI-COLLISION SYSTEM AND METHOD

• US 20100109936A1
• Filed: 11/28/2007
• Published: 05/06/2010
• Est. Priority Date: 11/28/2006
• Status: Abandoned Application

• Current Assignee: Israel Aerospace Industries Limited (Government of Israel)
• Original Assignee: Israel Aerospace Industries Limited (Government of Israel)
• Inventors: Levy, Yona
• Application Number:
  US11/994,290
• Publication Number:
  US 20100109936A1
• Time in Patent Office: Days
• US Class Current: 342/30
• CPC Class Codes: G08G 5/0013 with a ground station
• CPC Class Codes: G08G 5/0082 for monitoring traffic from a ground station radar or analogous systems specially adapted for traffic control G01S13/91
• CPC Class Codes: G08G 5/065 Navigation or guidance aids, e.g. for taxiing or rolling

Abstract

A system and method for avoiding aircraft collisions wherein a ground based monitoring station serves as one port of a wireless LAN operating according to a wireless communications protocol compatible with the IEEE 802.16e standard and derivatives thereof. A mobile unit associated produces respective position-dependent signals of an authorized object that are conveyed to the ground based monitoring station and to respective mobile units associated with other mobile units via the wireless LAN. A collision prediction unit is responsive to the position-dependent signals and to static position data of the airport infrastructure for predicting collisions between mobile objects or between a mobile object and the infrastructure. A warning unit coupled to the collision prediction unit and responsive to a predicted collision involving one or more mobile objects conveys a respective warning to the one or more mobile objects for allowing evasive action.

Claims

1. An system (10) for avoiding aircraft and airport collisions comprising:

a ground based monitoring station (16) serving as one port of a wireless LAN operating according to a wireless communications protocol compatible with the IEEE 802.16e standard and derivatives thereof;

a database (17) containing static position data of an infrastructure of said airport;

a respective mobile unit (12) associated with each mobile object authorized to operate within a monitored area of airspace for producing respective position-dependent signals and for communicating said signals to the ground based monitoring station and to respective mobile units associated with other mobile units via said wireless LAN;

a collision prediction unit (16) in communication with the ground based monitoring station and each being responsive to respective position-dependent signals received from all of said mobile units as well as to said static position data for predicting collisions between mobile objects or between a mobile object and said infrastructure; and

a warning unit (35, 36, 37, 38, 39) coupled to the collision prediction unit and responsive to a predicted collision involving one or more mobile objects for conveying a respective warning to the one or more mobile objects for allowing evasive action.

2. The system according to claim 1, further including a route deviation unit (37) responsive to a planned route for at least some of the mobile objects and providing an alert if an actual route as determined from periodic position data of the object unacceptably deviates from the planned route.

3. The system according to claim 1 or 2, further including a clearance unit responsive (38) to periodic position data of moving objects and to position data of the infrastructure for computing clearance surrounding the moving objects and providing an alert if the computed clearance is deemed insufficient.

4. The system according to any one of claims 1 to 3, further including a runway cross alert unit (39) responsive to periodic position data of the aircraft and to position data of a runway on which the aircraft has been cleared for takeoff for providing an alert if a runway cross alert is predicted.

5. The system according to claim 4, wherein the runway cross alert unit (39) is adapted to compute takeoff and landing speeds of aircraft and to provide an alert if the computed takeoff or landing speed of an aircraft is deemed unsafe for the aircraft based on stored parameters associated with the aircraft.

6. The system according to any one of claims 1 to 5, further including a respective collision prediction unit in each of the mobile units and in communication with the ground based monitoring station and each being responsive to respective position-dependent signals received from other of said mobile units as well as to said static position data for predicting collisions between the respective mobile object and other mobile objects or between the respective mobile object and said infrastructure.

7. The system according to any one of claims 1 to 6, wherein the warning unit is adapted to:

create an automatic warning message and send it to a pilot of a threatened aircraft over the Mayday emergency communication channel;

transmit intruder data via said wireless communications protocol to a display unit of the threatened aircraft and the display a picture of the current scene showing the aircraft'"'"'s location relative to the intruder;

illuminate runway lights;

convey a vocal warning to the intruder instructing him of what evasive action to take;

establish a speech communication channel between the intruder and an air traffic controller;

show to the air traffic controller a 3-D picture of the area at risk including background objects whose data is stored in the database; and

convey location data to an electro-optical assembly that is moved to the desired direction and broadcast thereby a live video of the event in real time to the control tower and to the emergency field team.

8. The system according to one of claims 1 to 7, wherein the LAN includes a satellite link for allowing increased broadcast range.

9. The system according to claim 7 or 8, including:

a plurality of subsets each comprising a number of mobile units such that a maximal time delay between mobile units in each subset does not exceed a guard interval duration of the wireless communications protocol;

a respective base station for each subset, each for communicating with the mobile units in said subset; and

one or more satellites communicating with the base stations;

wherein the base stations and satellites are adapted to receive or compute information or estimation regarding relative delay between subsets, to perform for each subset a different FFT each having its own time alignment and to reduce interference in the frequency domain between subsets.

10. The system according to any one of claims 1 to 9, wherein the database contains periodically updated position data of dynamically changing features of the infrastructure of the airport;

11. The system according to claim 10, wherein the dynamically changing features relate to temporary obstacles.

12. The system according to claim 10, wherein the dynamically changing features relate to permanent obstacles.

13. The system according to any one of claims 1 to 12, wherein at least some of the mobile units are smart mobile units including:

a collision prediction unit in communication with the ground based monitoring station and being responsive to respective position-dependent signals received from all of said mobile units for predicting collisions between mobile objects; and

a warning unit coupled to the collision prediction unit and responsive to a predicted collision involving one or more mobile objects for conveying a respective warning to the respective smart mobile unit for allowing evasive action.

14. A method for avoiding aircraft and airport collisions, the method comprising:

maintaining a database (17) containing static position data of an infrastructure of said airport;

periodically communicating a respective position signal from a respective mobile unit associated with each mobile object authorized to operate within a monitored area of airspace to a ground based monitoring station serving as one port of a wireless LAN operating according to a wireless communications protocol compatible with the IEEE 802.16e standard and derivatives thereof;

using respective position-dependent signals received from all of said mobile units as well as said static position data to predict collisions between mobile objects or between a mobile object and said infrastructure; and

responsive to a predicted collision involving one or more mobile objects to conveying a respective warning to the one or more mobile objects for allowing evasive action.

15. The method according to claim 14, further including providing an alert if an actual route of a moving object as determined from periodic position data of the moving object unacceptably deviates from a planned route.

16. The method according to claim 14 or 15, further including computing clearance surrounding the moving objects and providing an alert if the computed clearance is deemed insufficient.

17. The method according to any one of claims 14 to 16, further including computing takeoff and landing speeds of aircraft and to provide an alert if the computed takeoff or landing speed of an aircraft is deemed unsafe for the aircraft based on stored parameters associated with the aircraft.

18. The method according to any one of claims 14 to 17, further including using periodic position data of the aircraft and position data of a runway on which the aircraft has been cleared for takeoff to provide an alert if a runway cross alert is predicted.

19. The method according to any one of claims 14 to 18, further including periodically communicating a respective position signal from each mobile unit to others of said mobile units via said wireless LAN.

20. The method according to any one of claims 14 to 19, including:

creating an automatic warning message and sending it over the Mayday emergency communication channel (36) to a pilot of a threatened aircraft and to a pilot or controller of a vehicle in risk of collision therewith;

transmitting intruder data via said wireless communications protocol to a display unit of the threatened aircraft and the display a picture of the current scene showing the aircraft'"'"'s location relative to the intruder;

conveying a vocal warning to the intruder instructing him of what evasive action to take;

establishing a speech communication channel between the intruder and an air traffic controller;

showing to the air traffic controller a 3-D picture of the area at risk including background objects whose data is stored in the database; and

conveying location data to an electro-optical assembly that is moved to the desired direction and broadcasting thereby a live video of the event in real time to a control tower and to an emergency field team.

21. The method according to one of claims 14 to 20, including:

encoding each of the mobile transponders (12) with a respective access authorization code or function thereof;

upon receiving a transmission from a mobile transponder, determining from its location and access authorization code whether it is authorized to be where it is and if not taking suitable follow-up to be taken.

22. The method according to one of claims 14 to 21, including providing a satellite link in said wireless LAN for allowing increased broadcast range.

23. The method according to claim 22, including:

dividing the mobile units into subsets such that the maximal time delay within the respective mobile units in each subset does not exceed the guard interval duration of the wireless communications protocol;

estimating relative delay between subsets;

for each subset performing a different FFT each having its own time alignment; and

reducing interference in the frequency domain between subsets.

24. The method according to claim 23, including estimating overall performance and comparing with a predetermined threshold to decide whether to maintain a current setup or to adjust frequency/time portioning and or guard intervals.

25. The method according to any one of claims 14 to 24, including:

submitting a flight plan for approval by a regional control center for approval after internal design of flight path load and determining a flight path;

planning and loading a plan with respect to taxiways and runways into a site database (17); and

conveying data relating to an approved flight path to each airline dispatch center for briefing purposes.

26. The method according to claim 25, wherein on receiving “

Push and Start”

permission all mobile units receive an updated status and periodically performs a check routine based on a Push and Start clearance zone as determined for the type of aircraft and its location, said routine including;

receiving position data of mobile units;

checking that no unauthorized personnel or vehicles are present in a clearance zone around the aircraft by testing the position data against the clearance zone;

receiving data of other aircraft;

checking that no other object is approaching the clearance zone in accordance with a type of object associated with the mobile unit; and

checking for available clearance surrounding the aircraft using the Push and Start clearance zone parameters and providing any relevant alert to any object that is on a predicted collision course.

27. The method according to claim 26, wherein on receiving permission to taxi an aircraft unit in the permitted aircraft receives an updated status and periodically performs a check routine based on a Taxi clearance zone as determined for the type of aircraft and its location, said routine including:

checking that the aircraft is taxiing on the proper, designated runway;

using the position and velocity of the aircraft to predict its trajectory for a given period of time;

comparing said trajectory to the preloaded data of the designated runway;

periodically checking which mobile units are affected based on the planned taxiway and clearance zone; and

providing a runway cross alert if any other aircraft is predicted to taxi, land or take off in its path.

28. The method according to claim 27, including checking for and if necessary alerting other units that might approach the designated taxiway/runway from any direction that is not approved.

29. The method according to claim 27 or 28, wherein predicting the trajectory of vehicles is based on their dynamic data, type and a stored road map of the airport.

30. The method according to claim 29, including dynamically updating the road map of the airport to show temporary obstacles.

31. The method according to claim 29, including dynamically updating the road map of the airport to show permanent obstacles.

32. The method according to any one of claims 29 to 31, wherein on receiving permission for runway line up, an aircraft unit in the permitted aircraft receives an updated status and provides any relevant alert for the air crew relating to insufficient clearance surrounding the aircraft.

33. The method according to claim 32, including:

checking that landing is not in progress for the designated runway; and

checking that takeoff is not in progress for the designated runway.

34. The method according to claim 33, wherein on receiving permission for take off, an aircraft unit in the permitted aircraft receives an updated status and provides any relevant alert for the air crew as well as other mobile units relating to insufficient clearance surrounding the aircraft.

35. The method according to claim 34, including:

checking that landing is not in progress for the designated runway; and

checking that takeoff is not in progress from a different line-up location for the designated runway.

36. The method according to any one of claims 14 to 35, further including correcting for Doppler shift caused by signal transmissions between a base station and a fast moving mobile station.

37. The method according to claim 36, wherein correcting for Doppler shift includes reducing the size of the Fast Fourier Transform (FFT).

38. The method according to claim 36 or 37, wherein correcting for Doppler shift includes using a closed-loop uplink Doppler correction mechanism by:

the base station estimates the Doppler shift corresponding to each mobile station using transmitted uplink pilots and informs the mobile station (through downlink signaling) to compensate for the frequency shift;

downlink messaging is performed whenever the base station estimates a shift that is larger than a predefined threshold, and

and the corresponding compensation is performed by the mobile station in the subsequent uplink subframes.

39. The method according to claim 36 or 37, wherein correcting for Doppler shift includes separating the mobile stations'"'"' transmission in the time domain, such that each mobile station transmits in a different zone, the zones being defined on disjoint support in the time domain.

40. The method according to claim 36 or 37, wherein correcting for Doppler shift includes creation by the base station of horizontal uplink allocations and separating them by the insertion of guard-bands in order to combat a lack of orthogonality arising from the different Doppler shifts pertaining to different mobile stations.

41. A computer program comprising computer program code means for performing the method according to any of claims 14 to 40 when said program is run on a computer.

42. A computer program as claimed in claim 41 embodied on a computer readable medium.