CN113212789A - Auxiliary system for airplane taxiing - Google Patents
Auxiliary system for airplane taxiing Download PDFInfo
- Publication number
- CN113212789A CN113212789A CN202110668174.5A CN202110668174A CN113212789A CN 113212789 A CN113212789 A CN 113212789A CN 202110668174 A CN202110668174 A CN 202110668174A CN 113212789 A CN113212789 A CN 113212789A
- Authority
- CN
- China
- Prior art keywords
- airplane
- distance
- line
- module
- sliding
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000004364 calculation method Methods 0.000 claims abstract description 36
- 230000005540 biological transmission Effects 0.000 claims abstract description 21
- 230000001502 supplementing effect Effects 0.000 claims description 15
- 238000012545 processing Methods 0.000 claims description 2
- 238000000034 method Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 5
- 238000007726 management method Methods 0.000 description 5
- 238000005259 measurement Methods 0.000 description 4
- 230000007547 defect Effects 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 239000013589 supplement Substances 0.000 description 2
- 238000013475 authorization Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- MWKQPIROPJSFRI-UHFFFAOYSA-N flephedrone Chemical compound CNC(C)C(=O)C1=CC=C(F)C=C1 MWKQPIROPJSFRI-UHFFFAOYSA-N 0.000 description 1
- 230000010006 flight Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/36—Other airport installations
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/005—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 with correlation of navigation data from several sources, e.g. map or contour matching
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/20—Instruments for performing navigational calculations
Landscapes
- Engineering & Computer Science (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention discloses an airplane taxiing auxiliary system, which comprises a tracing module 1, a calculation control module 2, a path indicating module 3 and a transmission module 5, wherein the tracing module is used for carrying out tracing operation on an airplane; the transmission module 5 is used for receiving airport map data sent by a tower; the tracking module 1 is used for detecting the distance between the nose landing gear of the airplane and the glide line and the stop line; the calculation control module 2 is used for calculating the information that the airplane is at the position of the taxi line, compiling airport map data and transmitting distance information, position information and airport map information to the path indicating module 3; the calculation control module 2 controls the path indicating module 3 to display an airport map, a taxi path, airplane position information and distance information from the nose landing gear of the airplane to a taxi line and a stop line, so that the pilot is assisted in taxi and parking the airplane. The invention solves the problems of airplane sliding guidance and berthing command at the same time, improves the operation efficiency and reduces the airport cost.
Description
Technical Field
The invention relates to the field of airplane taxiing and parking, in particular to an airplane taxiing auxiliary system.
Background
With the development of civil aviation industry, the number of airplanes is more and more, the number of airport positions is more and more, the criss-cross of the taxi lines is more and more complex, the airplane slides into the positions from the exit of the runway along the taxi lines to park, and the process of efficiently planning each airline company is one of the important problems faced by each airport at present.
Currently, an aircraft is taxied from a runway to a stand along a taxi line, and is typically guided into the stand by a lead vehicle. Because the taxi line design of the airport is extremely complex, in order to meet the requirement that more airplanes pass through the taxi line simultaneously, the taxi track design of the airport is relatively dense, and therefore more land area is saved. In addition, when different flights land, the sliding track and the parking position are changed, the aircraft length in high altitude is opposite to a large flying space, and the high-altitude flight can be driven easily by means of instruments and instruments in a cockpit; after the taxiway reaches the ground, a corresponding route is difficult to find in the time when a complex taxiway design is faced without corresponding instrument indication. If the passenger flow of the airport is large, and the number of airplanes is large, frequent contact of a driver with a tower through a channel becomes impractical, so that the airport is particularly provided with a guide vehicle to avoid the trouble that a captain thinks about a taxi route additionally. After entering the airplane position, the guided vehicle leaves, and two crew members command and cooperate to complete the parking work. The crew directs the aircraft to berth, and the following problems have arisen: first, after the ground crew and the onboard pilot observe the situation or receive the signal, objective time lag exists between the gesture signal, command action and operation action sent by the ground crew and the onboard pilot, which easily causes that the actual parking position of the airplane cannot be accurately parked on the parking position line of the apron mark. Secondly, more serious than the first case is that when fog exists on the ground of the airport apron or the light is weak at night, the ground crew cannot observe the actual sliding position of the front wheel of the airplane and the pilot on the airplane cannot observe the command signal of the ground crew, so that the pilot on the airplane easily observes the situation or receives the signal, and then the situation is delayed for a longer time with the subsequent operation action, and finally the actual parking position of the airplane exceeds the allowable tolerance range of the parking position line of the airport apron mark, and the situation is more serious under the extremely bad ground condition. For a large airplane, the actual parking position of the airplane exceeds the allowable tolerance range of the ground mark parking position line, and the airplane does not accord with relevant regulations of civil aviation standards, so that certain potential safety hazards exist. Thirdly, due to the difference of the amplitude and angle of the limb command action of each person of the ground crew or the non-standard limb command action of individual ground crew (especially under the condition that the physical state of the crew is reduced in summer at high temperature and the fatigue state of the crew is in late night), the limb command signal received by the crew on the airplane has objective deviation, and the time of the subsequent operation action of the crew on the airplane can be influenced.
In view of the airplane parking command problem, the utility model (authorized notice number CN208559780U) provides an automatic command device for airplane parking, which can automatically detect the dynamic distance of the front wheel during the airplane taxiing process, and the pilot on the command plane can accurately park the airplane within the allowable tolerance range of the parking position line of the apron mark. However, the parking automatic command device is a humanoid robot, and a detector, an identifier, a controller, a command mechanism, an alarm and a display which play key roles are arranged on the robot, so that the device is complex and the cost is not lower than that of manual command. The command arm is exposed outdoors for a long time without covering objects, the joint is easy to damage and break, and the possibility of long-term use is low; moreover, the patent is dedicated to the command of the parking of the aircraft at the aircraft stand, and no solution is mentioned of the problem of the path of the taxiing phase between runway and aircraft stand.
The invention patent (publication No. CN1664877A) provides an automatic identification and indication system for airplane berth type, which utilizes the characteristic of unique airplane number of airplane to retrieve and call corresponding airplane information on the air outside a runway or/and a taxiway; and at the airplane position, the airplane leans against the gallery bridge through the guidance of the airplane information and the parking indication information. The invention greatly reduces the data load of the database, does not need to store huge appearance data to repeatedly compare and identify airplane models, however, the research object of the patent is the parking process of the airplane at the airplane stand, and the problem of the taxiing process of the airplane from the runway to the airplane stand along the taxiing line is not solved.
The invention patent (application publication number CN106774321A) provides an auxiliary method for takeoff and landing of an airplane, which comprises the following specific steps: and acquiring current position information, ground geographic information and path planning information of the current airplane by using a radar system or a GPS system, and forming and displaying the current airplane traveling path information. Positioning is carried out by utilizing a radar system or a GPS system, the accuracy can reach the meter level, and for the criss-cross taxiways, the accuracy is not high, and a larger safety risk exists; moreover, the method focuses on path planning and does not study the problem of parking the aircraft at the aircraft stand.
In summary, the airport is now used in such a way that a lead car is used to guide the taxiing of an airplane from the exit of a runway to an airport, and a flight crew directs the airplane to be parked at the airport. Most of the latest unapplied technologies only study the problem of airplane parking command or the problem of path planning of a taxiway between a runway exit and an airplane space, and have the problems that a command device is easy to damage and the navigation positioning precision is not high. In view of the above problems, if the taxi guidance problem and the final parking command problem involved in the whole process from the runway exit to the airport are solved at the same time, the operation efficiency of the airplane on the airport apron can be greatly improved, and the operation cost can be reduced.
Disclosure of Invention
The invention aims to solve the defects of low operating efficiency and high cost caused by adopting a guide vehicle to guide sliding and manually commanding parking in the whole process from a runway exit to a stand of the airplane at present, and the defects of complex device and complicated operation of a patent (an authorization notice number CN 208559780U); the patent (grant publication No. CN1664877A) does not address the drawbacks of the glide guidance from the runway to the stand along the glide line; the patent (application publication No. CN106774321A) does not address the defects of parking command and insufficient precision. The method is realized by the following technical scheme:
an aircraft taxi assistance system, comprising: the system comprises a tracing module, a calculation control module, a path indication module and a transmission module; the transmission module is used for receiving airport map data sent by the tower and sending the airport map data to the calculation control module before the airplane arrives at the runway exit; the tracking module is used for detecting the distance between the nose landing gear of the airplane and the sliding line and the stopping line and transmitting the distance information to the calculation control module; the calculation control module is used for calculating the information that the airplane is at the position of the taxi line according to the distance information of the tracking module, compiling airport map data of the transmission module and transmitting the distance information, the position information and the airport map information to the path indicating module; the calculation control module controls the path indicating module to indicate the taxiing path and the airplane position information on the basis of displaying the airport map, and graphically and numerically indicates the distance information between the nose landing gear of the airplane and the sliding line and the stop line, so that the pilot is assisted in taxiing and parking the airplane.
Further, the tracing module comprises an identification camera A, an identification camera B, a light supplementing lamp panel A, a light supplementing lamp panel B, a distance measuring sensor A, a distance measuring sensor B, a distance measuring sensor C, a distance measuring sensor D, a support and a single chip microcomputer A; the sliding line and the stop line are yellow solid lines wrapped by black side lines, the identification camera A is used for identifying the azimuth information of the sliding line at the front part of the body and transmitting the azimuth information of the boundary line between the yellow line and the two black lines in the sliding line to the single chip microcomputer A, the single chip microcomputer A receives the azimuth information and controls the ranging sensor A and the ranging sensor B to respectively measure the distance from the nose landing gear to the two boundary lines
And
calculating the direct distance X from the nose landing gear to the sliding line symmetry line according to a formula;
further, the formula for calculating the direct distance X
；
Further according to the formula
Calculating the transverse distance from the axis of the nose landing gear to the sliding line symmetry line so as to represent the offset distance of the nose landing gear, wherein S is the offset distance of the nose landing gear, the heights of the ranging sensor A and the ranging sensor B are consistent, and H is the heights of the ranging sensor A and the ranging sensor B; the distance measuring sensor A, the distance measuring sensor B and the identification camera A have the same size with the transverse included angle of the airplane,
the included angles of the ranging sensor A, the ranging sensor B and the identification camera A with the transverse direction of the airplane are set;
the identification camera B is used for identifying the vertical direction of the sliding lineWhen the identification camera B scans and identifies the stop line, the stop line azimuth information is transmitted to the singlechip A, and the singlechip A controls the distance measuring sensor C and the distance measuring sensor D to measure the distance between the axes of the nose landing gear and the boundary line between two black lines and yellow lines in the stop line
And
according to the formula
Calculating the direct distance Y from the axis of the nose landing gear to the symmetric line of the stop line;
further according to the formula
Calculating the distance from the axis of the nose landing gear to the symmetrical line of the stop line so as to represent the stop distance of the airplane; wherein Q is the stopping distance of the airplane, the included angles of the distance measuring sensor C, the distance measuring sensor D and the identification camera B with the axial direction of the nose landing gear are the same,
the included angles of the distance measuring sensor C, the distance measuring sensor D and the identification camera B with the axial direction of the nose landing gear are set;
the light supplementing lamp panel A and the light supplementing lamp panel B are used for supplementing light for identification of the identification camera A and the identification camera B at night or under the condition of poor light;
the support is used for connecting the nose landing gear with an identification camera A, an identification camera B, a light supplementing lamp plate A, a light supplementing lamp plate B, a distance measuring sensor A, a distance measuring sensor B, a distance measuring sensor C, a distance measuring sensor D and a single chip microcomputer A.
The transmission module is an XCVR (radio transceiver), airport map data sent by an XCVR receiving tower after the airplane lands on the ground are coupled with the calculation control module, and the received data are transmitted to the calculation control module for processing.
The path indicating module comprises a PFD (primary flight display) and an ND (navigation display), the PFD displays an airport map in a scale-down mode, and the airport map comprises a runway, an airport distribution, a sliding line and a stop line; the PFD displays the route to be taxied in a bolder way on the basis of displaying the airport map and marks the route with bright color, the basic color of the taxiing line is yellow, the surrounding border is black, the yellow can most reflect the authenticity of the taxiing line, and then the position of the taxiing plane is marked; ND displaying the position of the aircraft nose wheel and a locally enlarged sliding line around the aircraft nose wheel, and indicating the value of the offset distance S of the aircraft nose wheel; if the ND display range includes a stop line, the partially enlarged stop line is displayed at the same time, and the value of the stop distance Q is indicated.
The calculation control module comprises a singlechip B, DMC (display management computer), and the singlechip B receives the offset distance S and the stopping distance Q of the tracking module; the singlechip B is connected with an FMC (flight management computer) of the airplane, reads the advancing speed and the advancing direction of the airplane from the FMC, and then calculates the traveling distance L of the airplane along a sliding line according to an airplane sliding distance formula; the single chip microcomputer B receives airport map data sent by the transmission module, compiles the airport map data, and analyzes the offset distance S and the driving distance L on the basis of the airport map data to determine the position of the airplane; secondly, the singlechip B analyzes and judges the sliding lines in different directions in the airport map according to the position information of the airplane to determine a correct sliding route, and then controls the tracing module to trace the driving sliding lines specified by the tower; the single chip microcomputer B is coupled with the DMC, the DMC receives position information of the airplane from the single chip microcomputer B, and the path indicating module is controlled to display the airport map and the airplane position information.
Further, the formula of the aircraft taxiing distance is as follows
Wherein L is the travel distance of the airplane along the sliding line,
is the speed of travel of the aircraft in the direction of the taxi line,
in order to determine the speed of travel of the aircraft,
the included angle between the aircraft advancing direction and the glide line and the aircraft advancing speed
And an included angle
And the single chip microcomputer B is used for calling from an airplane FMC (flight management computer).
The working steps of the airplane taxiing auxiliary system are as follows:
s1: the transmission module receives airport map data;
s2: the tracing module scans and identifies a sliding line and measures offset distance information;
s3: the calculation control module compiles airport map data and calculates airplane position information;
s4: the path indicating module assists a pilot in piloting the airplane to start airport taxiing;
s5: the calculation control module judges a sliding path at the intersection of the sliding lines;
s6: after entering the airplane position, the path indicating module assists the pilot to control the airplane to decelerate;
s7: and sliding to the position near the stop line, and displaying information according to the path indicating module to finish parking.
Compared with the prior art, the airplane airport taxi guiding system and method provided by the embodiment of the invention have the beneficial effects that:
1. the invention utilizes the tracing module to trace and slide the sliding line, the tracing module has high identification precision, and the detection precision of the distance between the nose landing gear and the sliding line is improved from meter level to millimeter level;
2. the invention utilizes the continuity of the sliding line of the taxiway and the aircraft position, simultaneously solves the problems of aircraft sliding guidance and parking command, and improves the operating efficiency of the airport;
3. the invention replaces the existing guiding vehicle guiding sliding and airplane parking manual command in the prior art, thereby greatly reducing the airport operation cost.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments will be briefly described below. It is appreciated that the following drawings depict only certain embodiments of the invention and are therefore not to be considered limiting of its scope. For a person skilled in the art, it is possible to derive other relevant figures from these figures without inventive effort.
FIG. 1 is a schematic diagram of the system of the present invention.
FIG. 2 is a schematic diagram of a structure of a tracking module according to the present invention.
FIG. 3 is a schematic diagram showing the meanings of some letters in the present invention.
FIG. 4 is a schematic diagram of an interface displayed by the PFD in an embodiment of the present invention.
FIG. 5 is a schematic view of an interface displayed by ND in the embodiment of the present invention.
The system comprises a 1-tracing module, a 2-calculation control module, a 3-path indication module, a 4-FMC, a 5-transmission module, a 10-distance measurement sensor A, a 11-identification camera A, a 12-distance measurement sensor B, a 13-light supplement lamp panel A, a 14-identification camera B, a 15-distance measurement sensor C, a 16-light supplement lamp panel B, a 17-distance measurement sensor D, an 18-support frame, a 19-single chip microcomputer A, a 21-single chip microcomputer B, a 22-DMC, a 31-ND and a 32-PFD.
Detailed Description
An embodiment of the invention is illustrated in detail below with the aid of 5 figures.
Detailed description of the preferred embodiment 1
Fig. 1 is a schematic structural diagram of a system according to an embodiment of the present invention, and it can be seen that an aircraft taxiing assistance system includes a tracking module 1, a computation control module 2, a path indication module 3, and a transmission module 5; the transmission module 5 is used for receiving airport map data sent by the tower and sending the airport map data to the calculation control module 2 before the airplane arrives at the runway exit; the tracking module 1 is used for detecting the distance between the nose landing gear of the airplane and the sliding line and the stopping line and transmitting the distance information to the calculation control module 2; the calculation control module 2 is used for receiving the distance information of the tracing module 1, calculating the information that the airplane is at the position of the taxi line, compiling the airport map data of the transmission module 5 and transmitting the distance information, the position information and the airport map information to the path indicating module 3; the calculation control module 2 controls the path indicating module 3 to indicate the taxiing path and the airplane position information on the basis of displaying the airport map, and graphically and numerically indicates the distance information of the nose landing gear of the airplane to the taxiing line and the stopping line, so that the pilot is assisted in taxiing and parking the airplane.
Detailed description of the preferred embodiment 2
On the basis of specific embodiment 1, referring to the tracing module shown in fig. 2, the tracing module includes an identification camera a 11, an identification camera B14, a supplementary lighting lamp panel a 13, a supplementary lighting lamp panel B16, a ranging sensor a 10, a ranging sensor B12, a ranging sensor C15, a ranging sensor D17, a bracket 18, and a single chip microcomputer a 19; the sliding line and the stop line are yellow solid lines wrapped by black side lines, the identification camera A11 is used for identifying the azimuth information of the sliding line at the front part of the body, the azimuth information of the boundary line between the yellow line and the two black lines in the sliding line is transmitted to the single chip microcomputer A19, the single chip microcomputer A19 receives the azimuth information, and the ranging sensor A10 and the ranging sensor B12 are operated to respectively measure the distance between the nose landing gear and the two boundary lines
And
according to the formula
Calculating the direct distance X from the nose landing gear to a sliding line symmetry line; according to the formula of transverse distance
Calculating the transverse distance from the nose landing gear to a sliding line symmetry line so as to represent the offset distance of the nose landing gear; wherein S is the offset distance of the nose landing gear, the heights of the ranging sensor A10 and the ranging sensor B12 are consistent, and H is the heights of the ranging sensor A10 and the ranging sensor B12; the included angles of the ranging sensor A10, the ranging sensor B12 and the identification camera A11 in the transverse direction of the airplane are the same,
the included angles of the ranging sensor A10, the ranging sensor B12 and the identification camera A11 with the transverse direction of the airplane are shown in figure 3;
the identification camera B14 is used for identifying a stop line in the vertical direction of the sliding line, when the identification camera B14 scans and identifies the stop line, the azimuth information of the stop line is transmitted to the singlechip A19, and the singlechip A19 operates the distance measuring sensor C15 and the distance measuring sensor D17 to measure the distance between two boundary lines of a black line and a yellow line from the nose landing gear to the stop line
And
according to the formula
Calculating the direct distance Y from the nose landing gear to the symmetric line of the stop line; according to the formula
Calculating the distance from the nose landing gear to a symmetrical line of the stop line so as to represent the stop distance of the airplane; wherein Q is the stopping distance of the airplane; the included angles of the distance measuring sensor C15, the distance measuring sensor D17 and the identification camera B14 and the axial direction of the nose landing gear are the same,
for distance-measuring sensorsC15, a distance measuring sensor D17 and an included angle between the identification camera B14 and the axis direction of the nose landing gear, as shown in figure 3;
the light supplementing lamp panels a 13 and B16 are used for supplementing light for identification of the identification cameras a 11 and B14 at evening and night or under the condition of poor light;
Detailed description of the preferred embodiment 3
Based on the specific embodiment 1 or 2, the path indicating module 3 comprises a PFD 32 and an ND 31, as shown in fig. 4, the PFD 32 displays an airport map in a scaled-down manner, wherein the airport map comprises a runway, an airplane space distribution, a sliding line and a stop line; furthermore, the PFD 32 displays the airport map, and then displays the taxi route defined by the tower in a bold manner and with a bright color, preferably yellow, the basic color of the taxi line is yellow, the surrounding border is black, the yellow color can reflect the authenticity of the taxi line most, and then the position of the taxi airplane is marked; referring to fig. 5, ND 31 shows a partially enlarged taxi line around the aircraft nose wheel and the position of the aircraft nose wheel, and indicates the value of the offset distance S of the aircraft nose wheel; if the ND 31 display range includes a stop line, a partially enlarged stop line is displayed at the same time, and the value of the stop distance Q is indicated.
Detailed description of the preferred embodiment 4
On the basis of one of the embodiments 1 to 3, referring to fig. 1, the calculation control module 2 includes a single chip microcomputer B21 and a DMC (display management computer) 22, and the single chip microcomputer B21 receives the offset distance S and the stop distance Q of the tracking module 1; the singlechip B21 is connected with an FMC (flight management computer) 4 of the airplane, reads the traveling speed and the traveling direction of the airplane from the FMC 4, and then calculates the traveling distance L of the airplane along a sliding line according to an airplane sliding distance formula; the singlechip B21 receives airport map data sent by the transmission module 5, compiles the airport map data, and determines the position of the airplane according to the offset distance S and the driving distance L on the basis of the airport map data; if the airplane slides to the intersection of different sliding lines, the singlechip B21 respectively compares and analyzes the traveling sliding line and the non-traveling sliding line with an airport map, selects a correct sliding route specified by the tower, and further controls the tracing module 1 to trace the traveling sliding line specified by the tower; the single chip microcomputer B21 is coupled with the DMC 22, the DMC 22 receives position information of the airplane from the single chip microcomputer B21, and the control path indicating module 3 displays an airport map and the airplane position information.
Further, the formula of the aircraft taxiing distance is as follows
Wherein L is the travel distance of the airplane along the sliding line,
is the speed of travel of the aircraft in the direction of the taxi line,
in order to determine the speed of travel of the aircraft,
the included angle between the aircraft advancing direction and the glide line and the aircraft advancing speed
And an included angle
And the single chip microcomputer B21 is used for calling from the airplane FMC 4.
Detailed description of the preferred embodiments 5
On the basis of one of the specific embodiments 1 to 4, the operation steps of the aircraft taxiing assistance system are as follows:
s1: the transmission module 5 receives airport map data;
before the airplane enters the runway exit, the transmission module 5 receives airport map data sent from the tower and sends the airport map data to the calculation control module 2.
S2: the tracing module 1 scans and identifies a slide line and measures offset distance information;
when the airplane moves to the sliding line at the exit of the runway, the tracing module 1 scans and identifies the sliding line, starts to measure the offset distance information of the sliding line and sends the information to the calculation control module 2.
S3: the calculation control module 2 compiles airport map data and calculates airplane position information;
the calculation control module 2 compiles airport map data and calculates the position of the airplane according to the offset distance S and the travel distance L.
S4: the path indicating module 3 assists the pilot to pilot the airplane to start airport taxiing;
the calculation control module 2 controls the path indicating module 3 to graphically display an airport map with a taxi path, and a partial enlarged view of the airport map around the nose gear, and indicates the aircraft position in the form of a dot or a square point on the airport map, and then marks the values of S and L, thereby assisting the pilot to pilot the aircraft to start airport taxiing.
S5: the calculation control module 2 judges a sliding path at the intersection of the sliding lines;
when the airplane slides to the intersection of different sliding lines, the calculation control module 2 contrasts and analyzes the traveling sliding line, the non-traveling sliding line and the airport map, judges the sliding path specified by the tower and controls the tracing module 1 to select the correct sliding line for tracing.
S6: after entering the airplane position, the path indicating module 3 assists the pilot to control the airplane to decelerate;
after the airplane enters the airplane position, the pilot performs deceleration operation according to the airplane position information displayed by the PFD 32 in the path indicating module 3 to prepare for airplane parking.
S7: sliding to the position near the stop line, and completing parking according to the information displayed by the path indicating module 3;
the airplane slides to the position near the stop line, the ND 31 in the path indicating module 3 can display the stop line and the stop distance Q, the pilot decelerates continuously according to the offset distance information and the stop distance information, the airplane is controlled to slowly drive to the intersection point of the stop line symmetrical line and the sliding line symmetrical line, the brake is stepped on, the engine is turned off, and the airplane is parked completely.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (9)
1. An aircraft taxi assistance system, comprising: the device comprises a tracing module (1), a calculation control module (2), a path indication module (3) and a transmission module (5); the transmission module (5) is used for receiving airport map data sent by the tower and sending the airport map data to the calculation control module (2) before the airplane arrives at the runway exit; the tracking module (1) is used for detecting the distance between the nose landing gear of the airplane and the sliding line and the stopping line and transmitting the distance information to the calculation control module (2); the calculation control module (2) is used for calculating the information of the position of the aircraft on the taxi line according to the distance information of the tracing module (1), compiling the airport map data of the transmission module (5) and transmitting the distance information, the position information and the airport map information to the path indicating module (3); the calculation control module (2) controls the path indicating module (3) to indicate the taxiing path and the airplane position information on the basis of displaying the airport map, and graphically and numerically indicates the distance information of the nose landing gear of the airplane to the sliding line and the stop line, so that the pilot is assisted in taxiing and parking the airplane.
2. An aircraft taxiing assistance system according to claim 1 wherein: the tracing module (1) comprises a distance measuring sensor A (10), an identification camera A (11), a distance measuring sensor B (12), a light supplementing lamp panel A (13), an identification camera B (14), a distance measuring sensor C (15), a light supplementing lamp panel B (16), a distance measuring sensor D (17), a support (18) and a single chip microcomputer A (19); the sliding line and the stop line are yellow solid lines wrapped by black side lines, the identification camera A (11) is used for identifying the azimuth information of the sliding line at the front part of the body, and the yellow lines and the stop line in the sliding lineThe azimuth information of the boundary line of the two black lines is transmitted to a single chip microcomputer A (19), the single chip microcomputer A (19) receives the azimuth information, and a distance measuring sensor A (10) and a distance measuring sensor B (12) are controlled to measure the distance from a nose landing gear to the two boundary lines respectively
And
according to the formula
Calculating the direct distance X from the nose landing gear to a sliding line symmetry line; then, calculating the transverse distance S from the nose landing gear to a sliding line symmetry line according to a transverse distance formula so as to represent the offset distance of the nose landing gear;
the identification camera B (14) is used for identifying a stop line in the vertical direction of the sliding line, when the identification camera B (14) scans and identifies the stop line, the position information of the stop line is transmitted to the single chip microcomputer A (19), and the single chip microcomputer A (19) controls the distance measuring sensor C (15) and the distance measuring sensor D (17) to measure the distance between the boundary lines of two black lines and two yellow lines from the nose landing gear to the stop line
And
according to the formula
Calculating the direct distance Y from the nose landing gear to the symmetric line of the stop line; calculating the distance Q from the nose landing gear to a symmetric line of the stop line according to a stop distance formula so as to represent the stop distance of the airplane;
the light supplementing lamp panels A (5) and B (5) are used for supplementing light for identification of the identification cameras A (5) and B (5) at night or under the condition of poor light;
the support (18) is used for connecting a nose landing gear with a distance measuring sensor A (10), an identification camera A (11), a distance measuring sensor B (12), a light supplementing lamp panel A (13), an identification camera B (14), a distance measuring sensor C (15), a light supplementing lamp panel B (16), a distance measuring sensor D (17) and a single chip microcomputer A (19).
3. An aircraft taxiing assistance system according to claim 2 wherein: the transverse distance is expressed by
Wherein S is the offset distance of the nose landing gear; the heights of the ranging sensor A (10) and the ranging sensor B (12) are consistent, and H is the height of the ranging sensor A (10) and the ranging sensor B (12); the included angles of the ranging sensor A (10), the ranging sensor B (12) and the identification camera A (11) in the transverse direction of the airplane are the same,
the device comprises a ranging sensor A (10), a ranging sensor B (12) and an identification camera A (11), wherein the identification camera A and the airplane form a transverse included angle.
4. An aircraft taxiing assistance system according to claim 2 wherein: the stopping distance is expressed by
Wherein Q is the stopping distance of the airplane; the included angles of the distance measuring sensor C (15), the distance measuring sensor D (17) and the identification camera B (14) and the axial direction of the nose landing gear are the same,
the included angles of the distance measuring sensor C (15), the distance measuring sensor D (17) and the identification camera B (14) and the axis direction of the nose landing gear are included.
5. An aircraft taxiing assistance system according to claim 1 wherein: the transmission module (5) is an XCVR (radio transceiver), airport map data sent by an XCVR receiving tower are received after the airplane lands on the ground, and the transmission module (5) is coupled with the calculation control module (2) and transmits the received data to the calculation control module (2) for processing.
6. An aircraft taxiing assistance system according to claim 1 wherein: the path indicating module (3) comprises a PFD (primary flight display) (32) and an ND (navigation display) (31), the PFD (32) displays an airport map in a scale-down mode, and the airport map comprises a runway, an airplane space distribution, a slide line and a stop line; furthermore, the PFD (32) displays the airport map, and displays the prescribed sliding route of the tower in a bold way, and marks the sliding route with bright color, preferably yellow, the basic color of the sliding route is yellow, the surrounding border is black, the yellow can most reflect the authenticity of the sliding route, and then marks the position of the sliding plane; ND (31) displays the position of the aircraft nose wheel and the locally enlarged sliding line around the aircraft nose wheel and indicates the value of the offset distance S of the aircraft nose wheel; if the ND (31) display range includes a stop line, a partially enlarged stop line is displayed at the same time, and the value of the stop distance Q is indicated.
7. An aircraft taxiing assistance system according to claim 1 wherein: the calculation control module (2) comprises a singlechip B (21) and a DMC (display management computer) (22), wherein the singlechip B (21) receives the offset distance S and the stopping distance Q of the tracking module (1); the single chip microcomputer B (21) is connected with an FMC (flight management computer) (4) of the airplane, the traveling speed and the traveling direction of the airplane are read from the FMC (4), and the traveling distance L of the airplane along a taxi line is calculated according to an airplane taxi distance formula; the single chip microcomputer B (21) receives the airport map data sent by the transmission module (5), compiles the airport map data, and determines the position of the airplane according to the offset distance S and the driving distance L on the basis of the airport map data; if the airplane slides to the intersection of different sliding lines, the singlechip B (21) respectively compares and analyzes the traveling sliding line and the non-traveling sliding line with an airport map, selects a correct sliding line specified by the tower, and further controls the tracing module (1) to trace the traveling sliding line specified by the tower; the single chip microcomputer B (21) is coupled with the DMC (22), the DMC (22) receives position information of the airplane from the single chip microcomputer B (21), and the control path indicating module (3) displays an airport map and the airplane position information.
8. An aircraft taxiing assistance system according to claim 7 wherein: the formula of the airplane taxiing distance is as follows
Wherein L is the travel distance of the airplane along the sliding line,
is the speed of travel of the aircraft in the direction of the taxi line,
in order to determine the speed of travel of the aircraft,
the included angle between the aircraft advancing direction and the glide line and the aircraft advancing speed
And an included angle
And the single chip microcomputer B (21) is used for calling from the airplane FMC (4).
9. An aircraft taxiing assistance system according to claim 1 and operating in the steps of:
s1: the transmission module (5) receives airport map data;
s2: the tracing module (1) scans and identifies a slide line and measures offset distance information;
s3: the calculation control module (2) compiles airport map data and calculates airplane position information;
s4: the path indicating module (3) assists a pilot to pilot the airplane to start to slide;
s5: the calculation control module (2) judges a sliding path at the intersection of the sliding lines;
s6: after entering the airplane position, the path indicating module (3) assists the pilot to control the airplane to decelerate;
s7: sliding to the position near the stop line, and completing parking according to the information displayed by the path indicating module (3).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110668174.5A CN113212789A (en) | 2021-06-16 | 2021-06-16 | Auxiliary system for airplane taxiing |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110668174.5A CN113212789A (en) | 2021-06-16 | 2021-06-16 | Auxiliary system for airplane taxiing |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113212789A true CN113212789A (en) | 2021-08-06 |
Family
ID=77080794
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110668174.5A Pending CN113212789A (en) | 2021-06-16 | 2021-06-16 | Auxiliary system for airplane taxiing |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113212789A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113673417A (en) * | 2021-08-19 | 2021-11-19 | 中国商用飞机有限责任公司 | Method and system for assisting airplane ground taxiing based on image comparison |
| CN114999234A (en) * | 2022-05-19 | 2022-09-02 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Conflict avoiding device |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1664877A (en) * | 2005-03-07 | 2005-09-07 | 张积洪 | Airplane berth plane type automatic identification and indication system |
| CN101976278A (en) * | 2010-09-29 | 2011-02-16 | 南京信息工程大学 | Virtual reality technique-based airplane landing aid system and method thereof |
| CN102616384A (en) * | 2012-03-27 | 2012-08-01 | 中国民航大学 | Active airplane ground taxi guiding system and guiding method |
| CN102981506A (en) * | 2011-09-01 | 2013-03-20 | 霍尼韦尔国际公司 | Electric taxi system guidance |
| CN105335751A (en) * | 2014-08-01 | 2016-02-17 | 深圳中集天达空港设备有限公司 | Berth airplane front-wheel positioning method based on visual image |
| CN106128170A (en) * | 2016-08-24 | 2016-11-16 | 桂林信通科技有限公司 | A kind of aircraft berth intelligent indicating system |
| CN106933249A (en) * | 2017-04-28 | 2017-07-07 | 安徽民航机场集团有限公司 | A kind of airborne vehicle real-time tracking guides system |
| CN208559780U (en) * | 2018-06-13 | 2019-03-01 | 海航航空技术股份有限公司 | A kind of aircraft berths automatic commanding device |
| CN112133135A (en) * | 2020-09-07 | 2020-12-25 | 璞洛泰珂(上海)智能科技有限公司 | Path planning method |
-
2021
- 2021-06-16 CN CN202110668174.5A patent/CN113212789A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1664877A (en) * | 2005-03-07 | 2005-09-07 | 张积洪 | Airplane berth plane type automatic identification and indication system |
| CN101976278A (en) * | 2010-09-29 | 2011-02-16 | 南京信息工程大学 | Virtual reality technique-based airplane landing aid system and method thereof |
| CN102981506A (en) * | 2011-09-01 | 2013-03-20 | 霍尼韦尔国际公司 | Electric taxi system guidance |
| CN102616384A (en) * | 2012-03-27 | 2012-08-01 | 中国民航大学 | Active airplane ground taxi guiding system and guiding method |
| CN105335751A (en) * | 2014-08-01 | 2016-02-17 | 深圳中集天达空港设备有限公司 | Berth airplane front-wheel positioning method based on visual image |
| CN106128170A (en) * | 2016-08-24 | 2016-11-16 | 桂林信通科技有限公司 | A kind of aircraft berth intelligent indicating system |
| CN106933249A (en) * | 2017-04-28 | 2017-07-07 | 安徽民航机场集团有限公司 | A kind of airborne vehicle real-time tracking guides system |
| CN208559780U (en) * | 2018-06-13 | 2019-03-01 | 海航航空技术股份有限公司 | A kind of aircraft berths automatic commanding device |
| CN112133135A (en) * | 2020-09-07 | 2020-12-25 | 璞洛泰珂(上海)智能科技有限公司 | Path planning method |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113673417A (en) * | 2021-08-19 | 2021-11-19 | 中国商用飞机有限责任公司 | Method and system for assisting airplane ground taxiing based on image comparison |
| CN114999234A (en) * | 2022-05-19 | 2022-09-02 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Conflict avoiding device |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8022978B2 (en) | Autotiller control system for aircraft utilizing camera sensing | |
| KR100351343B1 (en) | Airport guidance system, in particular airport surface movement guidance and control system | |
| CN100474354C (en) | Method and device for assisting the ground navigation of an airplane in an airport | |
| US20110127366A1 (en) | Automated system for maneuvering aircrafts on the ground | |
| CN110491179B (en) | Airport scene monitoring system with dynamic virtual electronic fence | |
| CN101244765B (en) | Visual guidance for takeoff and landing of airplane in low visibility condition, monitor system and technique thereof | |
| CN113212789A (en) | Auxiliary system for airplane taxiing | |
| CN112767728A (en) | A autopilot guide car for airport | |
| CN109141920A (en) | Automatic driving vehicle rainy day environment sensing recognition capability test evaluation system and method | |
| CN105302135B (en) | The navigation of navigational lighting aid light-intensity test car and alignment system based on binocular vision | |
| CN113791621A (en) | Method and system for docking automatic driving tractor and airplane | |
| CN110530374B (en) | Unmanned aerial vehicle astronomical hook recovery stage track deviation display method | |
| CN113295164B (en) | Unmanned aerial vehicle visual positioning method and device based on airport runway | |
| CN110989642B (en) | Intelligent aircraft ground traction auxiliary method and system based on three-dimensional path tracking | |
| EP3751541B1 (en) | Judgmental oversteering taxi aid system and method | |
| CN111613095A (en) | Operation control method of scene before takeoff for commercial aircraft remote piloting system | |
| US20240119850A1 (en) | Intelligent high-tech system and method for aircraft ground guidance and control | |
| CN108974374B (en) | All-weather visual guidance landing system | |
| CN113870624B (en) | Low-altitude airspace channel planning and management method | |
| US20170148333A1 (en) | Method for automatically piloting an aircraft on the ground and device for its implementation | |
| JP2001250200A (en) | Airport surface guidance system | |
| CN106128170A (en) | A kind of aircraft berth intelligent indicating system | |
| JPS60196900A (en) | Vehicle docking apparatus | |
| RU2242800C2 (en) | Method for approach landing | |
| CN205003546U (en) | Airport aid to navigation light detecting light intensity car navigation and positioner based on binocular vision |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |