EP1955305A1 - Device and method for dynamically updating prohibited flying areas in an aircraft - Google Patents
Device and method for dynamically updating prohibited flying areas in an aircraftInfo
- Publication number
- EP1955305A1 EP1955305A1 EP06819822A EP06819822A EP1955305A1 EP 1955305 A1 EP1955305 A1 EP 1955305A1 EP 06819822 A EP06819822 A EP 06819822A EP 06819822 A EP06819822 A EP 06819822A EP 1955305 A1 EP1955305 A1 EP 1955305A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- aircraft
- zones
- access
- prohibited
- areas
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 22
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- 208000024891 symptom Diseases 0.000 claims description 3
- 230000000007 visual effect Effects 0.000 claims description 3
- 230000005540 biological transmission Effects 0.000 claims description 2
- 230000015556 catabolic process Effects 0.000 claims description 2
- 230000035515 penetration Effects 0.000 claims 1
- 238000011084 recovery Methods 0.000 claims 1
- 230000001960 triggered effect Effects 0.000 claims 1
- 238000013459 approach Methods 0.000 description 11
- 238000010586 diagram Methods 0.000 description 3
- 208000031963 Beta-mercaptolactate cysteine disulfiduria Diseases 0.000 description 2
- 238000013475 authorization Methods 0.000 description 1
- 238000009530 blood pressure measurement Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000003745 diagnosis Methods 0.000 description 1
- 230000010006 flight Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012800 visualization Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0047—Navigation or guidance aids for a single aircraft
- G08G5/006—Navigation or guidance aids for a single aircraft in accordance with predefined flight zones, e.g. to avoid prohibited zones
Definitions
- the present invention relates to a device and a method for changing the prohibited zones to an aircraft. It applies in the field of aeronautics. For example, in the context of avionics and embedded systems, it applies to systems intended to avoid the planet, such as the systems known by their Anglo-Saxon name of "Terrain Awareness and Warning Systems", that the we will call TAWS systems later.
- TAWS systems and global avoidance systems are systems on board aircraft designed to mitigate any control or flight errors that could cause an aircraft to collide with the ground or with is fluently
- MMS Man Made Structure 15 designated in aeronautics by the Anglo-Saxon expression "Man Made Structure", which will be called MMS thereafter.
- MMS are human ground constructions that constitute a potential obstacle to air traffic because of their size, especially when the aircraft are in the process of taking off or descending to an aerodrome.
- radio-broadcast antennas high-voltage lines or skyscrapers.
- the approach controller gives climb or descent instructions to the radio pilot, who executes the instructions in a fully assisted manner. But the execution of these instructions is entirely subject to the will or the
- TAWS systems have a connection to a triangulation positioning system such as "Global Positioning System” for example, or a connection with radio navigation equipment on the ground and on board allowing them to know their position in three dimensions. They deduce their position in latitude and longitude as well as their altitude in relation to the sea level. They also have a digital terrain model fed by a terrain database allowing, for any position of the space characterized by a latitude and longitude, to know the altitude of the terrain relative to the sea level. By comparing the altitude of the aircraft with the altitude of the relief, these systems deduce the distance of the aircraft from the ground, inform the flight crew and possibly raise audible or visual alerts in cases of imminent risk of collision with the ground.
- a triangulation positioning system such as "Global Positioning System” for example
- radio navigation equipment on the ground and on board
- a connection with radio navigation equipment on the ground and on board allowing them to know their position in three dimensions. They deduce their position in latitude and longitude as well as their altitude in relation
- These systems also include a means of storing MMS, which are described by their position in latitude and longitude, their altitude relative to the consistent sea level of the on-board digital terrain model and finally by their height.
- MMS is associated with a radius and an uncertainty sometimes expressed in kilometers, these two parameters being supposed to translate the lack of precision as for the location and the scale of the obstacle.
- Such a representation of obstacles is only suitable for occasional obstacles, of the type of an antenna, a pylon or an isolated tower, but absolutely not to volume obstacles, such as sets of skyscrapers, except to introduce very large safety distances by increasing the radius and uncertainty to encompass these obstacles.
- the object of the invention is in particular to offer a generic solution to anti-collision problems with all types of ground obstacles, whatever their dimensions.
- the subject of the invention is a method of changing the prohibited zones to an aircraft. It comprises a phase of definition of the geometry of the restricted access zones and their access conditions which depend on the aircraft, a phase of characterization of the aircraft with respect to the conditions of access to the zones and a phase of determination. areas to which the aircraft does not have access.
- access to the zones can be conditioned by the type of aircraft or its operational flight situation.
- the invention also relates to a system for changing prohibited areas to an aircraft. It comprises means for storing the restricted access zones described by their geometry and their access conditions which depend on the aircraft, a module for characterizing the aircraft with respect to the conditions of access to the zones and a determination module. areas to which the aircraft does not have access.
- access to the zones can be conditioned by the type of aircraft or its operational flight situation.
- Prohibited zones may be provided to a flight system raising an audible or visual alert when a prohibited zone is going to be penetrated or to an autopilot system making it impossible for the aircraft to enter these areas.
- the main advantages of the invention are that it offers a great deal of flexibility since it is adaptable to all types of aircraft, allowing, for example, the fitting of protection zones of an obstacle according to the type of aircraft to which they address themselves.
- This flexibility makes the invention an excellent basis for defining a new standard of shareable areas for the entire aviation community, be it civilian, military, commercial or recreational, and well beyond the scope of the protection of ground obstacles. It allows a dynamic update of the prohibited areas to an aircraft according to the evolution of its operational situation throughout the flight, thus totally breaking with the frozen nature of the old areas.
- it is easy to implement on existing embedded systems. In the future, it will even exploit a function currently under study and will be very difficult to use, to take control of the pilot in certain exceptional critical situations.
- protecting voluminal obstacles on the ground by areas whose geometry is described in three dimensions is a simple way to take into account the reliefs of the ground.
- FIG. 2 by a block diagram, an exemplary TAWS system architecture implementing the method according to the invention.
- FIG. 1 illustrates by a block diagram the possible phases of the method according to the invention.
- the first step is to describe portions of the airspace, each in the form of a list of points in latitude, longitude and height above the terrain.
- the list of points in latitude and longitude determines a two-dimensional polygon, the height above the relief determines a three-dimensional area, whose base is the previously defined polygon, sheet-shaped area of varying thickness over the relief.
- the second step is to establish criteria to be met by aircraft to be allowed to enter the zones.
- a set of skyscrapers can be included in a first area accessible to any aircraft, regardless of its type.
- This area which is forbidden to any aircraft, can itself be included in a second, larger area accessible only to helicopters.
- This area accessible to helicopters can itself be included in a third area larger still and accessible only to helicopters and light aircraft.
- the method according to the invention also comprises a phase 2 characterizing the aircraft with respect to the conditions of access to the zones.
- a phase 2 characterizing the aircraft with respect to the conditions of access to the zones.
- this can consist of the flight crew to declare any particular operational situation, such as declaring the failure reports or setting their transponder on the "hijacked" code as soon as they suspect an imminent diversion.
- it may be for the ground control personnel to designate any aircraft with suspicious behavior from the ground, for example, radio silence, where the ground systems send this suspicion information to the on-board systems via an existing wireless data link. . All this introduces a real dynamic.
- the method according to the invention finally comprises a phase 3 of determining the areas to which the aircraft does not have access. It is, on characterization of an aircraft with respect to the conditions of access to the zones, to update the access authorizations of the aircraft to each zone.
- the airspace is divided into restricted areas so as to no longer authorize a hijacked flight in particular areas, for example already existing military zones.
- the military zones have a very low density of population and almost no air traffic outside the military maneuvers. They therefore have all the security conditions required to handle this situation as serenely as possible. And at the same time, non-military areas are banned from diverted flights.
- the autopilot system can easily prevent the aircraft from entering prohibited areas protecting human infrastructure and direct the aircraft to a secure military area. But we can also consider other situations in which the autopilot system takes control of the pilot over the restricted areas of the invention. For example, again using the example of the three zones encompassing the building complex, autopilot could prevent the aircraft from overriding the prohibition to enter the third zone.
- FWC Fluorescence Warning Computer
- the handling of the device may be preceded by an alert and then a notification to the pilot by the "Flight Warning Computer", which will be called FWC later, which is a system dedicated to lifting alerts.
- FWC Light Warning Computer
- hijackers with a good knowledge of the control procedures could seize a device without any external sign being given. So even if they are not directed to an area immediately military security, at least they can not approach human infrastructure with a high population density. It thus becomes technically impossible to approach potential targets for a terrorist attack with an aircraft that the size makes likely to cause significant damage if used as a projectile.
- FIG. 2 illustrates by a block diagram an exemplary TAWS system architecture implementing the method according to the invention.
- It includes a database of restricted areas which describes each zone in terms of geographical location at latitudes, longitudes and height above the terrain, and in terms of access conditions depending on the aircraft. Ideally, the description of these zones can follow a standard recognized by the various actors of the aeronautics, whether civil or military. Ideally also, authorized distributors can provide up-to-date versions of these standardized zone databases, depending on the builds and demolitions of MMS.
- the exemplary TAWS system also comprises a function 21 for determining the prohibited zones.
- This function first makes a request for zones to the database 20, at takeoff, for example, to have the generic division of the airspace into restricted zones. Then from the aircraft-specific data known by a database 26 for example, advantageously the aircraft type, this function 21 determines a first list of areas prohibited to the aircraft in particular and in which the latter It is not allowed to penetrate, this as soon as it takes off. Then, each time it receives a message that can modify this list, the function 21 reconsiders the prohibited zones to the aircraft taking into account the new situation. Advantageously, it can receive any message indicating an exceptional operational situation.
- LRU failure report of the "Built-in Test Equipment” type, which will be called a BITE report later, issued by an "Une Replaceable Unit” 24 providing a safety function, which is will call LRU later.
- the LRU are hardware and software modules in drawers such as computers, sensors or actuators, easily replaceable if necessary. They have a function of maintenance of a type known by its Anglo-Saxon designation BITE function.
- This BITE function allows LRUs to perform diagnostics on their internal operating state and issue reports that are called by extension BITE reports.
- the function 21 may receive trouble reports entered manually on a "Multipurpose Control Display Unit" 22, which will be called MCDU thereafter.
- An MCDU is an integrated screen and keyboard device quite common in avionics.
- the function 21 can receive all the codes sent by the transponder 23 or other equipment, in order to identify the possible transmission of the code "hijacked", even if it is very brief. All these messages reflect an event likely to modify the zones specifically prohibited to the aircraft.
- the function 21 for example sends the prohibited zones to a display module of the type of a "Terrain Hazard Display” 25, which is a standard graphic display device in avionics offering two-dimensional zone visualization functions. Thus the pilot is informed graphically and in real time of the areas he must avoid.
- the function 21 also sends the prohibited zones to another sub-function 29 of the TAWS which, knowing the position of the apparatus permanently, is able to raise sound alerts when a prohibited zone is about to be penetrated. through a FWC 30 and an "Aircraft Audio System" 28, which is a standard sound emission device in avionics.
- the function 21 sends the prohibited zones to another sub-function 31 of the TAWS which, also constantly knowing the position of the apparatus, proposes avoidance trajectories when a forbidden zone is penetrated. It sends the avoidance trajectories to a flight system 27 which may for example have an autopilot function.
- the autopilot function may, under certain extreme conditions and when the zones authorized to the aircraft are limited to military zones for example, take the authority of the pilot to direct the aircraft in one of the areas in question.
Landscapes
- Engineering & Computer Science (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Aviation & Aerospace Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Traffic Control Systems (AREA)
- Radar Systems Or Details Thereof (AREA)
- Emergency Alarm Devices (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0512259A FR2894365B1 (en) | 2005-12-02 | 2005-12-02 | DEVICE AND METHOD FOR CHANGING AREAS PROHIBITED TO AN AIRCRAFT |
PCT/EP2006/069034 WO2007063070A1 (en) | 2005-12-02 | 2006-11-29 | Device and method for dynamically updating prohibited flying areas in an aircraft |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1955305A1 true EP1955305A1 (en) | 2008-08-13 |
EP1955305B1 EP1955305B1 (en) | 2012-04-18 |
Family
ID=36674018
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06819822A Active EP1955305B1 (en) | 2005-12-02 | 2006-11-29 | Device and method for dynamically updating prohibited flying areas in an aircraft |
Country Status (4)
Country | Link |
---|---|
US (1) | US20090012661A1 (en) |
EP (1) | EP1955305B1 (en) |
FR (1) | FR2894365B1 (en) |
WO (1) | WO2007063070A1 (en) |
Cited By (1)
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WO2017196213A1 (en) | 2016-05-11 | 2017-11-16 | Telefonaktiebolaget Lm Ericsson (Publ) | Remote control of an unmanned aerial vehicle |
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US7777675B2 (en) * | 1999-03-05 | 2010-08-17 | Era Systems Corporation | Deployable passive broadband aircraft tracking |
US8446321B2 (en) | 1999-03-05 | 2013-05-21 | Omnipol A.S. | Deployable intelligence and tracking system for homeland security and search and rescue |
US7667647B2 (en) * | 1999-03-05 | 2010-02-23 | Era Systems Corporation | Extension of aircraft tracking and positive identification from movement areas into non-movement areas |
US7782256B2 (en) * | 1999-03-05 | 2010-08-24 | Era Systems Corporation | Enhanced passive coherent location techniques to track and identify UAVs, UCAVs, MAVs, and other objects |
US7908077B2 (en) * | 2003-06-10 | 2011-03-15 | Itt Manufacturing Enterprises, Inc. | Land use compatibility planning software |
US7570214B2 (en) | 1999-03-05 | 2009-08-04 | Era Systems, Inc. | Method and apparatus for ADS-B validation, active and passive multilateration, and elliptical surviellance |
US8203486B1 (en) | 1999-03-05 | 2012-06-19 | Omnipol A.S. | Transmitter independent techniques to extend the performance of passive coherent location |
US20100079342A1 (en) * | 1999-03-05 | 2010-04-01 | Smith Alexander E | Multilateration enhancements for noise and operations management |
US7739167B2 (en) | 1999-03-05 | 2010-06-15 | Era Systems Corporation | Automated management of airport revenues |
US7889133B2 (en) | 1999-03-05 | 2011-02-15 | Itt Manufacturing Enterprises, Inc. | Multilateration enhancements for noise and operations management |
US7965227B2 (en) | 2006-05-08 | 2011-06-21 | Era Systems, Inc. | Aircraft tracking using low cost tagging as a discriminator |
BRPI0912689B1 (en) | 2008-05-14 | 2019-07-09 | Elbit Systems Ltd. | APPARATUS AND METHOD FOR EARLY LAND PREVENTION (FLTA) OBSERVATION ON A AIRCRAFT, METHOD FOR A PLANNING PHASE, METHOD FOR EARLY OBSERVATION LAND (FLTA) METHOD |
RU2743637C2 (en) | 2009-01-09 | 2021-02-20 | Фвп Ип Апс | Pharmaceutical composition containing one or more esters of fumaric acid in a decomposable matrix |
US20130092791A1 (en) * | 2011-10-18 | 2013-04-18 | General Electric Company | Method for a noise abatement procedure for an aircraft |
US8768615B2 (en) * | 2012-04-09 | 2014-07-01 | The Boeing Company | Nautical license identification system |
JP6133506B2 (en) | 2014-04-17 | 2017-05-24 | エスゼット ディージェイアイ テクノロジー カンパニー リミテッドSz Dji Technology Co.,Ltd | Flight control for flight restricted areas |
JP6423521B2 (en) | 2015-03-31 | 2018-11-14 | エスゼット ディージェイアイ テクノロジー カンパニー リミテッドSz Dji Technology Co.,Ltd | System for controlling unmanned aerial vehicles |
CN107407938B (en) | 2015-03-31 | 2021-04-02 | 深圳市大疆创新科技有限公司 | Open platform for flight-limiting area |
WO2016154940A1 (en) | 2015-03-31 | 2016-10-06 | SZ DJI Technology Co., Ltd. | Systems and methods for geo-fencing device identification and authentication |
JP6459014B2 (en) | 2015-03-31 | 2019-01-30 | エスゼット ディージェイアイ テクノロジー カンパニー リミテッドSz Dji Technology Co.,Ltd | Geo-fencing device |
CN104914434B (en) * | 2015-06-09 | 2017-03-29 | 长安大学 | A kind of method that cruise Helicopter Radar detects early warning high-tension bus-bar |
CN106371452B (en) * | 2015-07-24 | 2020-08-25 | 深圳市道通智能航空技术有限公司 | Method, device and system for acquiring and sharing flight-limiting area information of aircraft |
US10657830B2 (en) | 2016-03-28 | 2020-05-19 | International Business Machines Corporation | Operation of an aerial drone inside an exclusion zone |
US9947233B2 (en) | 2016-07-12 | 2018-04-17 | At&T Intellectual Property I, L.P. | Method and system to improve safety concerning drones |
CN106970640B (en) * | 2017-03-21 | 2020-10-13 | 北京小米移动软件有限公司 | Unmanned aerial vehicle flight control forbidding method and device |
US11172432B2 (en) * | 2017-08-18 | 2021-11-09 | Lenovo (Beijing) Limited | Cell bar method and apparatus |
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US11119485B1 (en) * | 2020-10-07 | 2021-09-14 | Accenture Global Solutions Limited | Drone operational advisory engine |
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-
2005
- 2005-12-02 FR FR0512259A patent/FR2894365B1/en not_active Expired - Fee Related
-
2006
- 2006-11-29 EP EP06819822A patent/EP1955305B1/en active Active
- 2006-11-29 US US12/095,851 patent/US20090012661A1/en not_active Abandoned
- 2006-11-29 WO PCT/EP2006/069034 patent/WO2007063070A1/en active Application Filing
Non-Patent Citations (1)
Title |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017196213A1 (en) | 2016-05-11 | 2017-11-16 | Telefonaktiebolaget Lm Ericsson (Publ) | Remote control of an unmanned aerial vehicle |
EP3455691A4 (en) * | 2016-05-11 | 2019-05-08 | Telefonaktiebolaget LM Ericsson (publ) | Remote control of an unmanned aerial vehicle |
Also Published As
Publication number | Publication date |
---|---|
FR2894365A1 (en) | 2007-06-08 |
WO2007063070A1 (en) | 2007-06-07 |
FR2894365B1 (en) | 2008-01-11 |
EP1955305B1 (en) | 2012-04-18 |
US20090012661A1 (en) | 2009-01-08 |
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