CN211375799U

CN211375799U - Traffic warning system based on database

Info

Publication number: CN211375799U
Application number: CN201922096536.9U
Authority: CN
Inventors: 邴志光; 孙义军; 丛超; 陈莹莹; 曾杰; 肖振飞
Original assignee: Anhui Huamin Avionics System Co ltd
Current assignee: Anhui Huamin Avionics System Co ltd
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2020-08-28
Anticipated expiration: 2029-11-29

Abstract

The utility model discloses a traffic warning system based on database, including computer processor, as the storage module who carries the database, IO network interface and data receiving module, data receiving module links to each other with computer processor's signal reception end, in order to receive the real-time spatial information of aircraft and convert data information transmission in computer processor, computer processor and storage module communication connection, in order to transfer the current environmental information of the aircraft of storage in the system and the spatial information relative ratio of data receiving module input, switch over the aircraft and be in sensitivity mode or terminal sensitivity mode on the way; by adopting the technical scheme, the system is utilized to judge the warning sensitivity of the flight, so that a lot of unnecessary flight interference warning can be filtered, and the safety of flight driving is facilitated.

Description

Traffic warning system based on database

Technical Field

The utility model belongs to the aviation field, more specifically says, the utility model relates to a traffic warning system based on database.

Background

Traffic alert systems, such as Traffic Information Systems (TIS), Traffic Advisory Systems (TAS), Traffic Collision Avoidance Systems (TCAS), and automatic dependent surveillance broadcast (ADS-B) systems, monitor the position, speed, and heading of a close-range aircraft onboard the aircraft and alert the pilot of any possible collision or other dangerous threats. All these systems have a similar problem: the sensitivity required en route is different from the sensitivity required in the terminal environment; the size (i.e., sensitivity) of the aircraft and the area covered by the traffic alert system as shown in FIG. 1; the terminal sensitivity zone is smaller than the en-route sensitivity zone, and on the way, due to the faster approaching speed, the traffic alarm system needs to detect and alarm in a longer range to avoid collision, there is a lower density of traffic intruders in the en-route environment, while on the terminal, there is a higher traffic density, and the airport environment moves relatively slowly, if the sensitivity of the en-route environment is used in the terminal environment, the number of false alarms will be increased, some traffic intruders which are not threats will be warned, and furthermore, if the sensitivity suitable for the terminal environment is used in the en-route environment, the traffic alarm for the intruder may be issued too late to prevent collision or may need extreme manipulation.

There are four methods in the prior art for adjusting the sensitivity of traffic warning systems; the first method is manual control, where the pilot manually sets the sensitivity level; the second method is based on the air pressure height, when the pressure height is increased to a certain value during the field departure, the sensitivity is switched from a terminal mode to an en-route mode; when approaching, the pilot must manually set the altitude of the destination airport, and when the aircraft descends to the airport altitude, the sensitivity switches from the en-route mode to the terminal mode.

The second of the above methods does not work well if an aircraft lands en route near a non-destination airport; a third method involves landing-related aircraft systems, such as flaps or landing gear, which, when deployed, indicate the pilot's intent to land, and a traffic system is occurring; the sensitivity changes. This method is not applicable to aircraft with fixed landing gear or aircraft with landing gear positions or flaps that cannot be determined by the traffic system; a fourth method uses radio altitude to filter ground traffic, but is only effective when the aircraft descends below a certain altitude (typically 1000 meters).

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that a traffic warning system based on database that sensitivity is reported an emergency and asked for help or increased vigilance in automatic setting is provided.

In order to realize the purpose, the utility model discloses the technical scheme who takes does: a traffic warning system based on a database comprises a computer processor, a storage module serving as an airborne database, an I/O network interface and a data receiving module, wherein the computer processor and the storage module are respectively connected to an accessible remote network through the I/O network interface, the data receiving module is connected with a signal receiving end of the computer processor to receive real-time spatial information of an airplane and convert the real-time spatial information into data information to be transmitted to the computer processor, and the computer processor is in communication connection with the storage module to call the current environmental information of the airplane stored in the system to be compared with the spatial information input by the data receiving module so as to switch the airplane to be in an on-way sensitivity mode or a terminal sensitivity mode.

The utility model discloses a traffic warning system based on database, including periodic update's airspace altitude data, auxiliary facilities position data and airspace boundary data in the storage module, computer processor sets up sensitivity mode through the aircraft position information and the airspace information of receipt rather than the contrast.

The utility model discloses a traffic warning system based on database, data receiving module is provided with a plurality of links and links to each other with corresponding airborne equipment, wherein includes GPS drive link, FMS drive link and a plurality of different position sensor's link respectively, and data receiving module links to each other with the external equipment drive through a plurality of links to receive the real-time space information of aircraft.

The utility model discloses a traffic warning setting method based on database, the computer processor acquires the flight line information of other airplanes close to the flight line through visiting the remote network, compares the airspace information of the airplane with the warning sensitivity of the current flight line switching alarm, and is in the state of inhibiting the alarm if other airplanes and the airplane are parallel flight lines; otherwise, alarming.

The utility model discloses a traffic alarm setting method based on database, the computer processor is through the interior airspace information of the database of calling among the storage module to through the closest route that the prediction is close the aircraft in the airspace information, the computer processor switches the alarm mode or suppresses the alarm mode through this route rather than the space nearness of flight route.

By adopting the technical scheme, better service is provided for pilots by combining the database and the monitoring system, the sensitivity of the traffic warning system is automatically set by using the airspace database stored in the system in cooperation with the position and the altitude of the airplane, the airspace database comprises spatial information such as the position, the altitude and the like of an airspace, and the database can be periodically updated, so that the accuracy of system prejudgment can be guaranteed; the system also detects the current position and altitude of the aircraft using onboard equipment (e.g., GPS, GNS, etc.); the system judges the flying state of the airplane in the preset distance and height from the airspace and automatically changes the sensitivity level by comparing the current position and height of the airplane with the position and height of the nearby airspace stored in the airspace database; the system is used for judging the warning sensitivity of the flight, so that a lot of unnecessary flight interference warning can be filtered, the safety of flight driving is facilitated, the adverse effect of interference warning on the airplane is avoided, the aviation safety is guaranteed, and the driving comfort of a flight driver is improved.

The present invention will be described in more detail with reference to the accompanying drawings and examples.

Drawings

The contents of the description and the references in the drawings are briefly described as follows:

FIG. 1 illustrates that a prior art traffic alert system has two sensitivity levels;

FIG. 2 illustrates an example of the traffic alert system automatically changing the sensitivity level when the aircraft enters airport airspace;

FIG. 3 is a flow chart of the automatic change in sensitivity of the traffic alert system based on approaching a predetermined airport airspace boundary;

FIG. 4 illustrates an example of a traffic alert system inhibiting the issuance of a traffic alert when another aircraft lands on a parallel runway;

FIG. 5 illustrates one example of a traffic alert system setting alerts based on other aircraft types and flight characteristics;

FIG. 6 illustrates an example of a traffic alert system that will suppress issuing an alert when a planned airline will avoid a possible collision;

fig. 7 is a block diagram of a traffic warning system embodying the present invention.

Labeled as: FIG. 1: 102: an aircraft; 104: terminal sensitivity; 106: sensitivity on the way.

FIG. 2: 202: airport airspace; 204: a spatial domain boundary; 208: a second aircraft;

210: a third aircraft; 212: and (4) the ground.

FIG. 4: 402a, 402 b: two parallel runways; 404: an aircraft; 406: another aircraft; 408: a third aircraft; 410: a fourth aircraft; 412: airport airspace; 416: a third aircraft path.

FIG. 5: 502: an aircraft; 504: a second aircraft; 508: a second aircraft flight path; 510: a second aircraft limit; 514: a possible flight path region for the second aircraft; 516: a low risk alert; 518: a high risk alert; 520: the current flight path of the second aircraft.

Detailed Description

The following description of the embodiments of the present invention, with reference to the accompanying drawings, will be made in further detail to explain, for example, the shapes and structures of the components, the mutual positions and connection relationships among the components, the functions and working principles of the components, the manufacturing process, and the operation and use method of the components, so as to help those skilled in the art to understand the concept and technical solutions of the present invention more completely, accurately and deeply.

Fig. 7 is a block diagram showing the traffic warning system according to the present invention, which is a traffic warning system based on a database as shown in the figure, and comprises a computer processor, a storage module as an airborne database, an I/O network interface and a data receiving module, wherein the computer processor and the storage module are respectively connected to an accessible remote network through the I/O network interface, the data receiving module is connected to a signal receiving terminal of the computer processor to receive real-time spatial information of an airplane and convert the real-time spatial information into data information to be transmitted to the computer processor, and the computer processor is in communication connection with the storage module to retrieve the relative ratio of the current environmental information of the airplane stored in the system to the spatial information input by the data receiving module, and switch the airplane to be in a sensitivity mode or a terminal sensitivity mode on the way; the storage module comprises periodically updated airspace altitude data, auxiliary facility position data and airspace boundary data, and the computer processor sets a sensitivity mode by comparing the received aircraft position information and the received airspace information with the aircraft position information and the airspace information; the data receiving module is provided with a plurality of connecting ends and is connected with corresponding airborne equipment, wherein the connecting ends respectively comprise a GPS driving connecting end, an FMS driving connecting end and a plurality of different position sensors, and the data receiving module is connected with external equipment through the plurality of connecting ends in a driving mode so as to receive real-time space information of the airplane.

FIG. 3 is a flow chart of the automatic sensitivity change of the traffic alert system based on approaching a predetermined airport airspace boundary, according to the above example, in a first step 302, the onboard system of the aircraft determines its present three positions (longitude, latitude, and altitude); in step 304, the system then compares the current position to the airspace positions in the database to determine whether the aircraft is within the airport airspace boundary; if the aircraft is not within the airport airspace boundary, the aircraft's traffic alert system is set to the en-route sensitivity mode 306; if the aircraft is within the airport airspace boundary, then the aircraft traffic alert system is set to the terminal sensitivity mode 308; as shown in fig. 3, the steps are repeated after the determination.

The scheme also discloses a traffic alarm setting method based on the database, which comprises the following steps:

s1, the computer processor in the system receives the current space position information of the airplane through the data receiving module;

s2, the computer processor calls an airborne database in a storage module, and the space information of the airplane obtained in the step S1 is matched with the current position information in the database to determine whether the airplane is in the boundary of the space in the database; if the traffic alarm system is within the boundary of the airspace, the traffic alarm system is configured to be in a terminal sensitivity mode;

and S3, if the aircraft is judged not to be in the boundary of the airspace in the database in the step S2, the traffic warning system is configured to be in the sensitivity mode on the way.

Example one

FIG. 2 illustrates an example of a traffic alert system automatically changing sensitivity levels as an aircraft enters airport airspace, combining a database with a monitoring system to provide better pilot service. The examples described herein automatically set the sensitivity of the traffic alert system using the airspace database and the aircraft location, altitude. The airspace database comprises the position, height and other information of an airspace, and the database can be updated periodically. The system also uses onboard equipment to provide the location and altitude of the aircraft, such as GPS. The system compares the current aircraft position, altitude to the position, altitude of the nearby airspace stored in the airspace database. The system automatically changes the sensitivity level when the aircraft is flying within a predetermined distance and altitude from the airspace. This occurs automatically, without manual pilot action.

The airport 202 is located on the ground 212. Airport number 202 is surrounded by an airport airspace boundary 204. The airport airspace boundary 204 has a predetermined range and height. The first aircraft 206 is at a predetermined altitude below the airport airspace boundary and is positioned outside the airport airspace boundary. The first 206 aircraft has an onboard system on which data records of the airport 202 are recorded, including airport location, airport airspace boundaries, etc. The first aircraft 206 detects its current position, for example: using GPS and determining that it is outside of a predetermined airport airspace 204. Therefore, the system sets its own traffic warning system to the en-route sensitivity mode.

The second aircraft 208 is located below the predetermined altitude of the airport airspace boundary 204 and is also located within a predetermined ground range of the airport airspace boundary. The second aircraft 208 also has a system to detect its position and determine that it is within the airport airspace boundary 204. Thus, the system sets its traffic warning system to the terminal sensitivity mode.

The third aircraft 210 is located within the ground of the airport airspace but at an altitude above the predetermined altitude of the airport airspace boundary. The third aircraft 210 also has a system to detect its position and determine that it is outside the airport airspace boundary 204. Thus, the system sets its traffic alert system to the en-route sensitivity mode.

Example two

FIG. 6 illustrates an example of a traffic alert system that will suppress issuing an alert when a planned airline will avoid a possible collision; FIG. 6 shows that if the target aircraft and the second aircraft remain on the current course, they may then collide at a potential collision point. Normally, the traffic alert system will provide an alarm to prevent a collision. However, the flight plan followed by the target aircraft includes the flight leg in which the target aircraft is currently located and a second flight leg. The target aircraft will be transferred to the second flight leg prior to the collision, avoiding a collision with the second aircraft. This traffic alert system, upon receiving flight plan information from the FMS or GNS, will suppress the alarm from occurring because the target aircraft, according to the flight plan, will be away from the point of collision that may occur.

EXAMPLE III

FIG. 4 illustrates an example of a traffic alert system inhibiting the issuance of a traffic alert when another aircraft lands on a parallel runway; as shown in fig. 4 at airport 412, there are two parallel runways 402a, 402 b. An aircraft 404 carrying a traffic alert system is flying toward runway 402a on approach path # 414. The second 406 aircraft is flying on approach path number 416 aligned with the 402b runway. 404 the on-board system of the aircraft detects the aircraft 406 but does not issue a traffic alert because the system determines 406 that the aircraft is landing on the parallel runway 402b, without risking a collision. The third aircraft 408 is located on the approach path 416 of runway 402 a. But the third aircraft 408 is not following the approach path 416. The on-board traffic alert system of the aircraft 404 detects the third aircraft 408 and issues a traffic alert because it cannot determine whether the third aircraft 408 is landing on the parallel runway 402b and therefore cannot exclude the possibility of a collision with the third aircraft 408. Similarly, the fourth 410 plane is also flying parallel to the target plane 404, but

The fourth aircraft is not on the approach path of any runway. Again, the onboard traffic alert system of the aircraft 404 detects the fourth aircraft 410 and issues a traffic alert because it cannot determine whether the fourth aircraft 410 is landing in parallel and therefore cannot exclude the possibility of a collision with the fourth aircraft 410.

Therefore, the utility model discloses reduced traffic alarm system's misstatement probability, also increased the detectivity of the aircraft that has the threat simultaneously because more accurate sensitivity level. It also reduces the workload on pilots who must manually change sensitivity levels.

Example four

FIG. 5 illustrates an example of the traffic alert system setting an alert based on other aircraft types and flight characteristics, such as the aircraft 502 being flown along the flight path 512, the second aircraft 504 being flown on the current flight path 520, the flight trajectories of the two aircraft intersecting, the aircraft 502 receiving information broadcast by the second aircraft 504, which can be used to determine the type of the second aircraft 504; if the second aircraft type is known, then the flight characteristic information for the second aircraft can be determined by the system of the present invention; such as the turning capability of the second aircraft 504, etc.

Once the turn capability of the second aircraft 504 is known, the area of the second aircraft that can be expected may be determined by a system on the aircraft 502, for example, the second aircraft 504 is likely to be on the flight path 508, approaching its current flight path 520, but if the second aircraft 504 is approaching the limit 510, the second aircraft 504 is likely to be on the wider flight path 514, and the traffic alert system may provide two types of alerts-a low risk alert 516 (if the target aircraft 502 is in the second aircraft 504 likely flight path area 514) and a high risk alert 518 (if the target aircraft 502 is in the second aircraft 504 most likely flight path 508 area).

The present invention has been described above with reference to the accompanying drawings, and it is obvious that the present invention is not limited by the above-mentioned manner, and various insubstantial improvements can be made without modification to the method and technical solution of the present invention, or the present invention can be directly applied to other occasions without modification, all within the scope of the present invention.

Claims

1. A database-based traffic alert system, characterized by: the aircraft sensitivity switching system comprises a computer processor, a storage module serving as an airborne database, an I/O network interface and a data receiving module, wherein the computer processor and the storage module are respectively connected to an accessible remote network through the I/O network interface, the data receiving module is connected with a signal receiving end of the computer processor to receive real-time space information of an aircraft and convert the real-time space information into data information to be transmitted to the computer processor, and the computer processor is in communication connection with the storage module to call current environment information of the aircraft stored in the system to be compared with the space information input by the data receiving module and switch the aircraft to be in an on-way sensitivity mode or a terminal sensitivity mode.

2. The database-based traffic alert system of claim 1 wherein the memory module includes periodically updated airspace altitude data, ancillary facility location data and airspace boundary data, the computer processor setting the sensitivity pattern by comparing the received aircraft location information and airspace information thereto.

3. The database-based traffic alert system according to claim 1, wherein the data receiving module is provided with a plurality of connection terminals and connected to the corresponding onboard equipment, wherein the connection terminals respectively include a GPS driving connection terminal, an FMS driving connection terminal and a plurality of connection terminals of different position sensors, and the data receiving module is drivingly connected to the external equipment through the plurality of connection terminals to receive real-time spatial information of the aircraft.