Method and on-board system for ensuring the minimum longitudinal separation distance under wake turbulent conditions

• US 9,466,220 B2
• Filed: 08/30/2012
• Issued: 10/11/2016
• Est. Priority Date: 08/30/2012
• Status: Active Grant

• Current Assignee: Andrei Sergeevich Belotserkovskiy, Federal State Budgetary Institution, Fedreal Agency for Legal Protection of Military, Special and Dual Use Intellectual Activity Results (FSBI-FALPIAR), Mikhail Igorevich Kanevskiy, Nikolay Alekseevich Baranov, Sergey Viktorovich Alekseev
• Original Assignee: Andrei Sergeevich Belotserkovskiy, Fsbi , Mikhail Igorevich Kanevskiy, Nikolay Alekseevich Baranov, Sergey Viktorovich Alekseev
• Inventors: Alekseev, Sergey Viktorovich, Baranov, Nikolay Alekseevich, Belotserkovskiy, Andrei Sergeevich, Kanevskiy, Mikhail Igorevich
• Primary Examiner(s): Sample, Jonathan L
• Application Number:
  US14/421,586
• Publication Number:
  US 20150235559A1
• Time in Patent Office: 1,503 Days
• US Class Current: 1/1
• CPC Class Codes: G05D 1/104 involving a plurality of aircrafts, e.g. formation flying traffic control systems for aircraft G08G5/00
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/0043 Traffic management of multiple aircrafts from the ground G08G5/003 takes precedence; data processing specially designed for resource management, e.g. scheduling or allocating time, human or machine resources G06Q10/06
• CPC Class Codes: G08G 5/0065 for taking-off
• CPC Class Codes: G08G 5/0095 Aspects of air-traffic control not provided for in the other subgroups of this main group
• CPC Class Codes: G08G 5/025 Navigation or guidance aids radar or analogous systems specially adapted for landing purposes G01S13/913
• CPC Class Codes: G08G 5/06 for control when on the ground
• CPC Class Codes: G16C 99/00 Subject matter not provided for in other groups of this subclass

Abstract

Standardized distance minima for longitudinal separation is ensured during flight of a second aircraft behind a first aircraft on take-off or landing of the aircraft on one runway or on two parallel runways located near to each other, or during flight one behind the other at near altitude levels in conditions where there is the risk of turbulence from the vortex wake of the first aircraft possibly being present along the direction of movement of the second aircraft. Continuous monitoring of the level of wake vortex flight safety of the second aircraft is carried out in a buffer zone which surrounds the aircraft and is selected on the basis of the direction of the aircraft outside the standardized distance minimum, taking into account pilot reaction time and the time for the system for controlling the second aircraft to respond to a command to change speed.

Claims

1. A method for ensuring minimum longitudinal separation distance under wake turbulence conditions with at least one leading aircraft generating wake vortices and a second aircraft following the first aircraft during at least one of takeoff or landing on the same runway, takeoff or landing on two parallel runways located near each other, or in-trail flight at neighboring altitudes when there is a risk of possible wake turbulence from the first aircraft along the course of the second aircraft, the method comprising:

selecting a value of a buffer zone (6) which provides a possibility for a pilot and a control system of the second aircraft to respond to a command for changing a flight speed of the second aircraft;

determining a value of the recommended maximum distance (8) between the first aircraft and the second aircraft as a sum of a value of a standardized minimum separation distance (5) for the interaction of the first aircraft and the second aircraft under wake turbulence conditions and a value of the buffer zone (6), the recommended maximum distance (8) defined as a distance along the sight line (7) of the connecting gravity centers of the first aircraft and the second aircraft;

a value of the reference distance (9) as an arithmetic average of the values of said standardized minimum separation distance (5) and the value of the recommended maximum distance (8), for monitoring of deviation of the recommended maximum distance (9) from a current actual distance (4);

continuously determining a value of the current actual distance (4) between the first aircraft and the second aircraft, and comparing the current actual distance (4) with the values of the recommended maximum distance (8), the reference distance (9) and continuously comparing the standardized minimum separation distance (5) for detection of the distance exceeding, equaling or decreasing below the actual distance (4) in comparison with the abovementioned values;

continuously monitoring air space along the course of the second aircraft in a simulated reference plane (10) on the edge (11) of the buffer zone (6) at the standardized minimum separation distance (5) to determine a presence or absence of the wake turbulence in the said reference plane (10) and the level of the wake hazard for the second aircraft;

when detecting danger wake turbulence in the reference plane (10), assessing the risk of the second aircraft interaction with the said turbulence and, if the risk exceeds a predetermined admissible threshold, defining the turbulence location as an inadmissible area (31) for entrance of the second aircraft;

upon detection of the inadmissible area (31) on the edge (11) of the buffer zone (6) with the actual distance (4) less than the reference distance (9) value, generating a deceleration command;

in the absence of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) less than the value of the reference distance (9), generating a deceleration command;

in the absence of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) equal to the standardized minimum separation distance (5), generating a deceleration command;

in the absence of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) larger than the value of the reference distance (9), generating an acceleration command;

in the absence of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) larger than the recommended maximum distance (8), generating an acceleration command;

using the traffic control unit to dynamically store and transmit information;

on relative positions of the second aircraft and the first aircraft along the course of the second aircraft;

on the value of the selected buffer zone (6);

on the value of the calculated recommended maximum distance (8);

on the value of the calculated reference distance (9);

on the value of the actual distance (4) between the first aircraft and the second aircraft;

on a determined necessity of switching to the deceleration mode, on the receipt of the deceleration command by the control system of the second aircraft, on the movement of the second aircraft in the deceleration mode, on the termination of the deceleration mode; and

on a determined necessity of switching to the acceleration mode, on the receipt of the acceleration command by the control system of the second aircraft, on the movement of the second aircraft in the acceleration mode, on the termination of the acceleration mode;

dynamically displaying, on a screen of the second aircraft, information at least on the value of the actual distance between the first aircraft and the second aircraft and, at least with help of light indication, information on the determined necessity of switching to the deceleration mode, information on the receipt of the deceleration command, information on the execution of the deceleration mode, information on the termination of the deceleration mode, information on the determined necessity of switching to the acceleration mode, information on the receipt of the acceleration command by the control system of the second aircraft, information on the execution of the acceleration mode, and information on the termination of the acceleration mode; and

providing, to the pilot of the second aircraft, during the time of the light indication, a possibility to execute the deceleration mode or the acceleration mode using standard techniques of deceleration or acceleration, or to maintain the current mode without changes.

2. The method according to claim 1, in which the light indication of the determined necessity to change the speed and of the receipt of the acceleration command is displayed through an intermittent light indication.

3. The method according to claim 1, in which the light indication of the deceleration mode, acceleration mode, and constant speed mode is performed through activation of indicators of different colors.

4. The method according to claim 1, in which the standardized minimum separation distance (5) is determined on the basis of standards set for wake turbulence conditions for longitudinal separation, taking into account the type and categories of the first and the second aircraft.

5. The method according to claim 1, in which the current actual distance between the aircraft is calculated, based on their speed and location in space.

6. The method according to claim 1, in which the wake turbulence hazard level is analyzed based on wake circulations, distance between them, and their location with regard to the point of intersection of the sight line with the reference plane.

7. An on-board system for ensuring minimum longitudinal separation distance under wake turbulence conditions with at least one leading aircraft generating the wake cortices and a second aircraft following the first aircraft during takeoff or landing on the same runway or on two parallel runways located near each other, or during the in-trail flight at neighboring altitudes when there is a risk of possible wake turbulence from the first aircraft along the course of the second aircraft, the on-board system comprising a distance control device (18), a wake vortex (2) turbulence control device (19), a flight dynamics control device (20), and a renderer (21), each connected with an aircraft electronic computing device (14), an aircraft surveillance system (15), an aircraft control system (16), and aircraft communication system (17), wherein:

the distance control device (18) includes a data receiving unit (22), a data transmitting unit (23), a distance calculating unit (24), a reference plane (10) simulating unit (25), and a distance comparing unit (26) and configured to;

obtain and store the information and constructing databases containing data at least on;

current movement parameters of the aircraft, in respect to an estimated minimum separation distance;

standardized minimum separation distance for interaction of the aircraft under wake turbulence conditions;

capabilities of the second aircraft to change its speed mode;

select a buffer zone (6) value which provides a possibility for the pilot and a control system of the second aircraft to respond to a command for changing the flight speed, and to preserve a value of the buffer zone in the memory of the on-board electronic device of the second aircraft;

estimate a recommended maximum distance (8) value, coinciding with the sight line (7) and connect gravity centers of the first aircraft and the second aircraft, as a sum of a value of the standardized minimum separation distance (5) and a buffer zone (6) value, and preserve the recommended maximum distance (8) value in the memory of the on-board electronic device of the second aircraft;

define a reference distance (9) value as an arithmetic average of the values of the standardized separation minimum distance (5) and the recommended maximum distance (8);

simulate a reference plane (10) at an edge (11) of the buffer zone (6) with the standardized minimum separation distance (5) perpendicular to the sight line (7);

continuously calculate a current actual distance (4) between the first aircraft and the second aircraft along the sight line (7) and continuously compare the current actual distance (4) with the values of the recommended maximum distance (8), the reference distance (9), and the standardized minimum separation distance (5);

generate a report on the distance exceeding, equaling or decreasing below the actual distance (4) value as compared to the recommended maximum distance (8), the reference distance (9) and the standardized minimum separation distance (5);

transmit the generated reports to the flight dynamics control device (20) of the aircraft and to the aircraft communication system (17) for further communication to a traffic control unit;

the wake turbulence control device (19) comprising a data receiving unit (27), a data transmitting unit (28), a unit (29) for determination of the wake hazard level, and a unit (30) for computing a risk of interaction of the aircraft with the wake turbulence, and configured to;

obtain and store the information and building databases, containing data at least on;

characteristic values of circulations (12) of the wake vortices (2) from the first aircraft, a distance between the circulations (12) in the vicinity of the first aircraft, and change of this distance when progressively moving further away from the first aircraft;

on admissible risk thresholds of interaction of the second aircraft with dangerous wake turbulence;

receive from the aircraft surveillance system (15) the results of airspace scanning in the area of the specified reference plane (10) on the edge (11) of the buffer zone (6) with the standardized minimum separation distance (5), that contain information on parameters of the detected wake turbulence;

determine a wake turbulence hazard level on the edge (11) and assess the risks of interaction of the aircraft with wake dangerous turbulence by comparing the risk with the admissible risk;

generate a report on an inadmissible entrance area (31) at the edge (11) of the buffer zone (6) in the direction of the second aircraft movement if the risk value exceeds the admissible risk threshold, or generate a report on the absence of the inadmissible area (31);

continuously transmit the generated report to the flight dynamics control device (20) and to the aircraft communication system (17) for further communication to the traffic control unit;

the flight dynamics control device (20) comprising a data receiving unit (32), a data transmitting unit (33), a data processing unit (34), and a unit (25) for generating commands to the aircraft control system (16), and is configured to;

receive reports from the distance control device (18) on;

the value of the recommended maximum distance (8) exceeding the value of the actual distance (4);

the actual distance (4) reduced down to a value lower than the reference distance (9) but above the value of standardized minimum separation distance (5);

the value of the actual distance (4) equaling the value of the recommended maximum distance (8);

the value of the actual distance (4) equaling the value of standardized minimum separation distance (5);

the actual distance (4) reduced down to a value lower than the value of the recommended maximum distance (8) but above the value of the reference distance (9);

receive reports from the turbulence control device (19);

on the presence of the inadmissible area (31) at the edge (11) of the buffer zone (6) if the computed risk value exceeds the admissible risk threshold; and

on absence of the inadmissible area (31) at the edge of the buffer zone (6) if the computed risk value is less than the admissible risk threshold;

upon detection of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) less than the value of the reference distance (9), generate a braking command;

in the absence of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) is less than the value of the reference distance (9), generate a braking command;

in the absence of the inadmissible area (31) at the edge (11) of the buffer zone (6) and the value of the actual distance (4) is equal to the standardized minimum separation distance (5), generate a braking;

command;

in the absence of the inadmissible area (31) is absent at the edge (11) of the buffer zone (6) and the value of the actual distance (4) is larger than the maximum reference distance (9), generate an acceleration command;

in the absence of the inadmissible area (31) is absent at the edge (11) of the buffer zone (6) and the value of the actual distance (4) is larger than the maximum recommended distance (8), generate an acceleration command;

transmitting an acceleration command or braking command to the control system (16) of the second aircraft;

a visualization device configured to dynamically generate and display on a screen of the second aircraft information at least on;

a value of the actual distance, a determined necessity of switching to the deceleration mode, receipt of the deceleration command by the control system of the second aircraft, movement of the second aircraft in the deceleration mode, termination of the deceleration mode;

a determined necessity of switching to the acceleration mode, receiving the acceleration command by the control system of the second aircraft, movement of the second aircraft in the acceleration mode, termination of the acceleration mode;

information on the constant speed flight mode.

8. The system according to claim 7, in which the visualization device (21) is adapted for performing light indication of the braking, acceleration and constant speed modes with activation of indicators of different colors.

9. The system according to claim 7, in which the visualization device (21) is adapted for displaying the information on the determined necessity of changing the speed and on the receipt of the braking or acceleration commands with an intermittent light indication.

10. The system according to claim 7, in which the distance control device (20) is adapted for determination of the standardized minimum separation distance (5) on the basis of standards for the wake turbulence conditions for longitudinal separation, taking into account the type and categories of the first aircraft and the second aircraft.

11. The system according to claim 7, in which the distance control device (20) is adapted for calculation of the current actual distance (4) between the aircraft, based on the data on their speed and location in space.

12. The system according to claim 7, in which the wake turbulence control device (19) is adapted for analysis of the wake turbulence risk, based on the data on the wake circulations (12), a distance between the circulations (12) and location of the circulations (12) with respect to the intersection point (13) of the sight line (7) with the reference plane (19).