EP2251850B1 - Dispositif de détermination de l'emplacement d'un avion - Google Patents

Dispositif de détermination de l'emplacement d'un avion Download PDF

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Publication number
EP2251850B1
EP2251850B1 EP10003943A EP10003943A EP2251850B1 EP 2251850 B1 EP2251850 B1 EP 2251850B1 EP 10003943 A EP10003943 A EP 10003943A EP 10003943 A EP10003943 A EP 10003943A EP 2251850 B1 EP2251850 B1 EP 2251850B1
Authority
EP
European Patent Office
Prior art keywords
signal pattern
designed
transmitters
vehicle
signal
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.)
Not-in-force
Application number
EP10003943A
Other languages
German (de)
English (en)
Other versions
EP2251850A2 (fr
EP2251850A3 (fr
Inventor
Frederik Meysel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
Original Assignee
Deutsches Zentrum fuer Luft und Raumfahrt eV
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Deutsches Zentrum fuer Luft und Raumfahrt eV filed Critical Deutsches Zentrum fuer Luft und Raumfahrt eV
Publication of EP2251850A2 publication Critical patent/EP2251850A2/fr
Publication of EP2251850A3 publication Critical patent/EP2251850A3/fr
Application granted granted Critical
Publication of EP2251850B1 publication Critical patent/EP2251850B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0004—Transmission of traffic-related information to or from an aircraft
    • G08G5/0008—Transmission of traffic-related information to or from an aircraft with other aircraft
    • 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
    • G08G5/0052—Navigation or guidance aids for a single aircraft for cruising

Definitions

  • the invention relates to a device for determining the position of vehicles having a plurality of transmitters, which are arranged for emitting signals and arranged on a vehicle whose position is to be determined.
  • vehicles such as aircraft or watercraft
  • lamps mounted on the fuselage which emit a corresponding red, green or white light signal.
  • red, green or white light signal Depending on which color signal is visible, can then be closed to the location of the vehicle in the room.
  • a green light and on the port side (left) a red light so that can be determined depending on recognizable color, which side of the vessel faces the viewer, in this way can then the direction of travel is closed become.
  • the US 5,337,047 discloses a device for aircraft, with which the aircraft type can be determined from far away.
  • the device has a laser device which, depending on the type of aircraft (size, number of engines) emits a different number of light signals with different frequencies and thus encodes the corresponding properties of the aircraft.
  • a disadvantage of the device known from the prior art is the fact that an automatic detection of the attitude based on the "sea and avoid” method is difficult, especially for distant flying objects.
  • Object of the present invention is therefore to provide an improved device for determining the location of a distant vehicle.
  • the transmitter for emitting a respective transmitter relevant individual signal pattern are arranged within a signal pattern sequence and the device comprises a provided for installation in other vehicles position determination unit which is adapted by means of a receiving unit for receiving the signal pattern, wherein the attitude determination unit for determining the position of the vehicle is formed in response to the signal pattern sequence containing signal pattern.
  • transmitters are arranged on the vehicle whose position is to be determined, which transmit a signal pattern that is unique to the transmitter within a signal pattern sequence.
  • the signal pattern sequence results from the set of all signal patterns that can be transmitted by the transmitters; for example, only one transmitter transmits its individual signal pattern at a time, or is it, for example, that the transmitters transmit their individual signal pattern partially interleaved,
  • the device further comprises a position determination unit which can be installed in other vehicles which are to determine the position of the one vehicle.
  • the position determination unit is connected to a receiver which can receive the signal pattern emitted by the transmitters and forwards it to the position determination unit.
  • the position determination unit is set up in such a way that it can evaluate the received signals and determine which signal pattern was received within the signal pattern sequence. Due to the fact that each transmitter emits a unique, individual signal pattern, the attitude determination unit can now determine the position of the vehicle, in particular the relative position of the vehicle with respect to the viewer. For example, with aircraft it can be determined which octant of the vehicle faces the viewer.
  • the transmitters are advantageously arranged on the vehicle in such a way that at least one signal pattern of a transmitter can be received independently of the angle of the viewer, that is to say no matter in which position the vehicle is located, at least one signal pattern of a transmitter can always be received. This ensures that there are no receive gaps at certain viewing angles.
  • at least three signal patterns of three different transmitters can always be received, so that a much more accurate position determination can be carried out. It is obvious that the accuracy of the orientation is proportional to the number of receivable signal patterns and vice versa.
  • At least one transmitter is arranged at each end of a spatial axis X, Y and Z. This results in an advantageous arrangement of the transmitter with a transmission direction to the front and back, left and right and up and down.
  • a corresponding transmission angle of more than 45 ° starting from the solder, each transmitter more than one signal pattern within the signal pattern sequence can be received in certain situations, so that a much more detailed orientation of the vehicle is possible.
  • each with individual signal patterns while the accuracy of the orientation can be further increased.
  • the transmitters are light sources that are set up to emit light or infrared signals.
  • the individual signal patterns of the respective transmitters are then emitted in the form of light patterns, which advantageously have a binary coding.
  • the individual encoding of the transmitter is independent of a corresponding wavelength and thus not due to a color coding.
  • a binary signal pattern of a transmitter can be the sequence of a pattern sequence of switched on and off light.
  • the receiving unit has an optical transmitter which can be used for receiving and for
  • Such a receiving unit may be, for example, a video camera, in particular a digital video camera. If one assumes a conventional industrial camera with a temporal resolution of about 50 images per second, then 20 bits per second can be safely transmitted. In this case, the sampling frequency is more than twice the bit rate emitted by the transmitters in the form of the light patterns.
  • each transmitter is advantageously assigned a corresponding time slot within the signal pattern sequence in which the respective transmitter can transmit its signal pattern. Within this time slot, only the transmitter is allowed to transmit its signal pattern, which is assigned to the time slot is. This ensures that there is no overlap when transmitting the signal pattern sequence by all participating stations, which can then no longer be adequately identified by the location determination unit. Thus, it is uniquely determined which transmitter is allowed to send out its signal pattern at which time, with only each one a transmitter is allowed to send its signal pattern at a time.
  • each signal pattern is divided into individual parts, which are then distributed within the signal pattern sequence, the transmitter does not send their signal pattern in one piece. Similar to the interleaving method in which the order of z. B. bits to be transmitted or information interchanged and interleaved, and the parts of the individual signal pattern sequence are distributed nested, so that a signal pattern of a particular station is not sent in one piece from the corresponding station. For example, one or more other parts of other transmitters and their corresponding signal pattern parts may be located between two parts of a signal pattern of a particular transmitter. This interleaving can ensure a correspondingly higher reliability during reception. The position determination unit can then recognize the parts of the received signal patterns as a function of the received patterns and assign them to the transmitters.
  • the device is preferably designed such that at least one transmitter at the beginning of the signal pattern sequence emits a start sequence signal pattern.
  • the simultaneous transmission of the start sequence signal pattern by all transmitters ensures that regardless of the position of the vehicle, the start sequence is always receivable and thus the beginning of the signal pattern sequence can be determined.
  • the position determination unit is set up in such a way that it can recognize the start sequence signal pattern. Only after the start sequence signal pattern has been transmitted, the transmitters transmit their individual signal patterns within the signal pattern sequence.
  • the transmitters also emit signal patterns with which certain information about the vehicle can be transmitted.
  • information can be, for example, the transponder code, the direction of travel, the speed, the altitude and the descent. / Climb rate of the vehicle.
  • these information signal patterns are transmitted by each transmitter at the end of the signal pattern sequence, so that here again, regardless of the position of the vehicle, the information signal pattern can be received.
  • the position determination unit is set up in such a way that it extracts the corresponding information from the received signal patterns of the signal pattern sequence.
  • corresponding check, parity and / or correction information are sent, with the aid of which the position determination unit can then check the integrity of the received signal patterns. For example, it can be determined whether certain signal patterns were not fully received by the receiving unit due to weather conditions. With the help of corresponding correction information within the signal pattern sequence, even smaller bit errors can then be corrected.
  • the device is set up for the automatic determination of an avoidance duty or risk of collision as a function of the position of the vehicle determined by the position determination unit.
  • the attitude determination unit is installed, it is ascertained with the aid of the device according to the invention how great a risk of collision with the faraway vehicle whose position is to be determined is and can optionally select or initiate a suitable avoidance maneuver.
  • Such collision detection can then further support the "See and Avoid" principle.
  • the attitude determination unit is connected to a display device on which the spatial position of the vehicle determined by the attitude determination unit can be displayed.
  • the spatial position of the vehicle can be intuitively displayed to the appropriate driver, even if the vehicle is located at a distance with which a purely visual recognition of the spatial position is no longer possible.
  • FIG. 1 schematically shows the device 1 of the present invention.
  • a plurality of transmitters 3 are arranged, which emit a signal pattern that is individual for the respective transmitter 3.
  • the transmitters 3 are arranged to emit a corresponding non-color-coded light pattern according to their arrangement on the fuselage,
  • a position determination unit 5 is installed, which is connected to a corresponding receiver 6.
  • the receiver 6 is set up to receive the light patterns emitted by the transmitters 3.
  • Such a receiver 6 can be, for example, a video camera with a usual temporal resolution of approximately 50 frames per second.
  • the optical receiver 6 of the device 1 now receives the light patterns emitted by the transmitters 3 and forwards them to the position determination unit 5, which then determines the relative position of the aircraft 2 as a function of the received light pattern within the signal pattern sequence.
  • FIGS. 2a and 2b schematically show once again a preferred arrangement of the transmitter 3, wherein at least at each end of a spatial axis, such a transmitter is arranged.
  • FIG. 2a shows a side view of the aircraft 2.
  • a transmitter 31 is arranged, which emits its light pattern in the direction of flight.
  • a transmitter 32 which emits its light pattern against the direction of flight.
  • a corresponding light pattern with the aid of the transmitter 33 and downwards a corresponding light pattern with the transmitter 34 is emitted. All transmitters transmit with an opening angle of min. 160 °.
  • the receivable signal pattern (E 31,33) overlap in certain areas, so that both the signal pattern of the transmitter 31 and the signal pattern of the transmitter 33 can be received at this point.
  • the location of the vehicle can be determined much more accurately. In the airspace even three or more signal patterns can be received simultaneously.
  • FIG. 2b shows a plan view of the aircraft 2, the location of which is to be determined in space,
  • a further transmitter 35 is arranged on the left wing, which emits a corresponding light pattern to the left.
  • a transmitter 36 is arranged, which also emits a corresponding light pattern to the right.
  • the beam angle of the two transmitters 37 and 38 is such chosen to intersect with the beam angle of the front transmitter 31 as well as with the side transmitters 35 and 36 in a certain area. If a corresponding light pattern of the transmitters 37 or 38 is received, then either the forwardly emitted light pattern of the transmitter 31 or one of the light patterns of the lateral transmitters 35 or 36 can be received, so that a much more accurate orientation of the aircraft 2 is possible.
  • FIG. 3 shows by way of example the schematic representation of a signal pattern sequence S, as they of an arrangement of the transmitter in FIG. 2a or 2b is sent out.
  • the individual signal patterns are binary coded light patterns, one bit being represented by the states light on (1) or light off (0).
  • a start sequence X is first sent out simultaneously by all transmitters, so that the position determination unit 5 can determine the beginning of the signal pattern sequence S.
  • the start sequence X consists of a 6-bit code, wherein the first three bits have the state 1 (light on) and the last three bits the state 0 (light off).
  • the first individual light pattern F is emitted exclusively by the forwardly directed transmitter 31, which is coded in this embodiment with binary 101. If the light pattern F of the transmitter 31 has been transmitted, in this exemplary embodiment, the downwardly pointing transmitter 34 next transmits its corresponding signal pattern D, which in this example is encoded with binary 010. This is followed by the left transmitter 35 with its signal pattern L (binary 100), followed by the rear-facing transmitter 32 with the signal pattern B (binary 110). Towards the end of the signal pattern sequence S, the upwardly directed transmitter 33 then transmits its signal pattern U with binary 001 and finally the right transmitter 36 its signal pattern R (binary 011).
  • the signal pattern sequence starts again with the start sequence X, possibly with a short break in between.
  • FIG. 4 indicates based on the signal pattern sequence S FIG. 3 a signal pattern sequence S1, which in addition to the individual in FIG. 3 described light pattern has a parity bit P for each light pattern.
  • each light pattern of the transmitters 31 to 38 which are binary-coded by three bits, is extended by a further parity bit, so that now each individual light pattern is represented by four bits.
  • Such a parity bit P in the simplest form indicates how many even or odd bits are contained in the corresponding message, so that a integrity check can be carried out by the position determination unit 5 with the least possible effort. This integrity check is therefore particularly advantageous so that faulty transmissions or short-term occlusion or other disturbances can be detected in good time and thus does not lead to incorrect calculations of the situation.
  • the individual high levels of a single signal light can be distributed in the code so that, for example, sufficient time is available for charging an energy store for a lightning discharge. Should this time be insufficient for an attitude transmission of, for example, 0.5 Hz (every 2 seconds), several lamps can each be accommodated in one coded light.
  • a pause of, for example, one second can be maintained.
  • the code described here by way of example contains enough redundancy to detect simple mis-transmissions. However, it is also possible to use codes which not only detect any incorrect transmission of individual bits, but can also correct them.
  • FIGS. 5a and 5b show by way of example a received signal code.
  • the signal patterns F, L and U are received, wherein the signal pattern F is transmitted by the transmitter 31, the signal pattern U by the transmitter 33 and the signal pattern L by the transmitter 35.
  • the other signal patterns within the signal pattern sequence S are not receivable, so that a binary 000 is determined by the position determination unit in these areas.
  • FIG. 5b shows a code sequence in which the signal patterns D, B and R were received.
  • each signal pattern or light pattern has its own position within the signal pattern sequence, which is output sequentially distributed over all transmitters,
  • FIG. 6 Another embodiment of how the signal pattern frequency S may be constructed is in FIG. 6 shown.
  • the individual parts of a single signal pattern of a transmitter are distributed over the signal pattern sequence, in which case only one part of a signal pattern can also be located at one point within the signal pattern sequence.
  • the signal pattern sequence S shown above as it would be received, if one could receive all signal patterns of the transmitter.
  • the transmitters emit a uniform start pattern at the beginning of each signal pattern sequence and, if appropriate, transmit information at the end of the signal pattern sequence.
  • the coding also takes place on the basis of the time at which the parts of the signal pattern are transmitted within the signal pattern sequence.

Claims (16)

  1. Dispositif (1) destiné à déterminer la position de véhicules (2) comportant une pluralité d'émetteurs (31 à 38) qui sont aptes à émettre des signaux et qui sont disposés sur un véhicule (2) dont la position doit être déterminée, caractérisé en ce que les émetteurs (31 à 38) sont aptes à émettre un motif de signal individuel concernant l'émetteur respectif (31 à 38) à l'intérieur d'une séquence (S) de motifs de signaux et en ce que le dispositif (1) comprend une unité de détermination de position (5) prévue pour être incorporée à d'autres véhicules (4), laquelle unité est apte à recevoir le motif de signal au moyen d'une unité de réception (6), l'unité de détermination de position (5) étant conçue pour déterminer la position du véhicule (2) en fonction du motif de signal contenu dans la séquence (S) de motifs de signaux.
  2. Dispositif (1) selon la revendication 1, caractérisé en ce que les émetteurs (31 à 38) sont disposés sur le véhicule (2) de manière à ce qu'au moins un motif de signal puisse être reçu à l'intérieur de la séquence (S) de motifs de signaux indépendamment de la position dans l'espace du véhicule (2).
  3. Dispositif (1) selon la revendication 1 ou 2, caractérisé en ce que les émetteurs (31 à 38) sont aptes à émettre les motifs de signaux au moyen de signaux électromagnétiques, notamment de signaux lumineux ou infrarouges.
  4. Dispositif (1) selon la revendication 3, caractérisé en ce que les émetteurs (31 à 38) sont aptes à émettre un motif lumineux en tant que motif de signal, notamment un motif lumineux binaire.
  5. Dispositif (1) selon la revendication 4, caractérisé en ce que les émetteurs (31 à 38) sont aptes à émettre un motif lumineux binaire de manière à ce que chaque motif de lumière binaire comprenne un codage binaire individuel concernant l'émetteur respectif (31 à 38).
  6. Dispositif (1) selon l'une quelconque des revendications 3 à 5, caractérisé en ce que l'unité de réception (6) est un capteur optique, notamment une caméra vidéo destinée à recevoir des signaux optiques.
  7. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins un émetteur (31 à 38) est disposé à chaque extrémité d'un axe spatial (X, Y, Z) du véhicule.
  8. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce les émetteurs (31 à 38) sont aptes à émettre les motifs de signaux sous un angle d'au moins 45° par rapport à la verticale.
  9. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que chaque émetteur (31 à 38) est apte à émettre le motif de signal respectif dans un créneau temporel alloué à l'émetteur respectif (31 à 38) à l'intérieur de la séquence (S) de motifs de signaux.
  10. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que chaque émetteur (31 à 38) est apte à émettre le motif de signal respectif de manière à ce que des parties du motif de signal respectif soient reliées les unes aux autres à l'intérieur de la séquence (S) de motifs de signaux.
  11. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que les émetteurs (31 à 38) sont aptes à émettre un motif de signal de séquence de départ (X) au début d'une séquence (S) de motifs de signaux et en ce que l'unité de détermination de position (5) est conçue pour détecter le motif de signal de début de séquence (X) en tant que début de la séquence (S) de motifs de signaux.
  12. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins l'un des émetteurs (31 à 38) est apte à émettre un motif de signal d'informations (I) contenant des informations relatives au véhicule (2) à l'intérieur de la séquence (S) de motifs de signaux et en ce que l'unité de détermination de position (5) est apte à extraire les informations du motif de signal d'informations (I) reçu.
  13. Dispositif (1) selon la revendication 12, caractérisé en ce que le motif de signal d'informations (I) contient des informations relatives au code de transpondeur, à la direction de déplacement, à la vitesse, à l'altitude et/ou à la vitesse d'ascension/descente du véhicule (2).
  14. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que les émetteurs (31 à 38) sont aptes à émettre des informations de test, de parité et/ou de correction à l'intérieur du motif de signal et en ce que l'unité de détermination de position est conçue pour effectuer des contrôles d'intégrité des motifs de signaux reçus en fonction des informations de test, de parité et/ou de correction.
  15. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que le dispositif (1) est apte à obtenir un risque de collision en fonction de la position déterminée du véhicule (2).
  16. Dispositif (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité de détermination de position (5) est connectée à un dispositif d'affichage destiné à afficher la position du véhicule (2), notamment la position relative par rapport à d'autres véhicules (4).
EP10003943A 2009-05-05 2010-04-14 Dispositif de détermination de l'emplacement d'un avion Not-in-force EP2251850B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009019700A DE102009019700A1 (de) 2009-05-05 2009-05-05 Vorrichtung zur Lagebestimmung von Fahrzeugen

Publications (3)

Publication Number Publication Date
EP2251850A2 EP2251850A2 (fr) 2010-11-17
EP2251850A3 EP2251850A3 (fr) 2011-12-28
EP2251850B1 true EP2251850B1 (fr) 2012-12-19

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EP10003943A Not-in-force EP2251850B1 (fr) 2009-05-05 2010-04-14 Dispositif de détermination de l'emplacement d'un avion

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US (1) US20110276268A1 (fr)
EP (1) EP2251850B1 (fr)
DE (1) DE102009019700A1 (fr)

Families Citing this family (2)

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US8219264B1 (en) * 2009-06-08 2012-07-10 The United States Of America As Represented By The Secretary Of The Air Force Close formation flight positioning system using air data measurements
GB2557715B (en) * 2017-02-28 2019-04-17 Matthew Russell Iain Unmanned aerial vehicles

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Publication number Publication date
US20110276268A1 (en) 2011-11-10
DE102009019700A1 (de) 2010-12-09
EP2251850A2 (fr) 2010-11-17
EP2251850A3 (fr) 2011-12-28

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