EP4287166A1 - Système et procédé au sol pour la prédiction, la prévention et la surveillance autonome de dépassement de piste - Google Patents

Système et procédé au sol pour la prédiction, la prévention et la surveillance autonome de dépassement de piste Download PDF

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Publication number
EP4287166A1
EP4287166A1 EP23175199.1A EP23175199A EP4287166A1 EP 4287166 A1 EP4287166 A1 EP 4287166A1 EP 23175199 A EP23175199 A EP 23175199A EP 4287166 A1 EP4287166 A1 EP 4287166A1
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EP
European Patent Office
Prior art keywords
runway
aircraft
approach
trajectory
sac
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
Application number
EP23175199.1A
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German (de)
English (en)
Inventor
Ajay Nagarajan Nagonda
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.)
Rockwell Collins Inc
Original Assignee
Rockwell Collins Inc
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Filing date
Publication date
Priority claimed from US17/979,619 external-priority patent/US20230386352A1/en
Application filed by Rockwell Collins Inc filed Critical Rockwell Collins Inc
Publication of EP4287166A1 publication Critical patent/EP4287166A1/fr
Pending legal-status Critical Current

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
    • 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
    • G08G5/0065—Navigation or guidance aids for a single aircraft for taking-off

Definitions

  • the present application relates to prediction, prevention and monitoring of autonomous runways.
  • a ground-based system for autonomous runway excursion prediction, prevention and monitoring stores a runway dataset for each runway, e.g., at an airport or group of airports.
  • Each runway dataset includes the lengths of the runway's stable and unstable touchdown regions (STR/UTR), the STR defined by the runway aiming point and touchdown zone markers on either side thereof and the UTR comprising the remainder of the runway forward of the STR.
  • Each runway dataset further includes an ideal glide slope trajectory associated with a stable approach path (SAP) to the runway, and a touchdown at the aiming point, by a given aircraft.
  • SAP stable approach path
  • the system automatically generates and forwards course corrections if the aircraft on approach is at or below a decision altitude.
  • the received position reports are Automatic Dependent Surveillance-Broadcast (ADS-B) Out messages.
  • ADS-B Automatic Dependent Surveillance-Broadcast
  • the system constructs the approach trajectory based on two or more successive or sequential ADS-B Out messages.
  • the system includes runway sensors for sensing moisture, precipitation, or other environmental conditions on the runway that may affect required runway length.
  • Environmental conditions e.g., and their effect on landing speed and/or braking deceleration are accounted for when calculating RRL for an aircraft on an unstable approach path.
  • the system stores multiple runway datasets, each dataset based on a different runway.
  • the system stores multiple runway datasets based on runway orientations.
  • a given runway may include two opposing orientations (e.g., based on a landing in one of two opposing directions).
  • a method for runway overrun/runway excursion (RO/RE) prediction, monitoring, and prevention includes storing to memory a runway dataset for a runway, each runway dataset including 1) a length of a stable and unstable touchdown region (STR/UTR), the STR defined by the runway aiming point and by touchdown zone markers on either side thereof and the UTR comprising the remainder of the runway forward of the STR; and 2) an ideal glide slope trajectory associated with a stable approach path (SAP) to the runway, and a touchdown at the aiming point, by a given aircraft.
  • the method includes defining, based on the SAP, a three-dimensional stable approach channel (SAC) corresponding to a touchdown within the STR.
  • SAP stable and unstable touchdown region
  • SAC stable approach channel
  • the method includes receiving at least one aircraft on an approach to land on the runway.
  • the method includes determining, based on two or more sequential position reports received from each aircraft, an approach trajectory and predicted touchdown point on the runway.
  • the method includes determining a deviation of the approach trajectory from the SAC by correlating the approach trajectory and the SAP.
  • the method includes, if the deviation of the approach trajectory meets or exceeds threshold levels, calculating a required runway length (RRL) of the aircraft based on a predicted touchdown point in the UTR.
  • the method includes, if the RRL exceeds available runway length, declaring an unstable approach path.
  • the method includes, if an unstable approach path is declared, generating course corrections for reconciling the unstable approach path with the stable approach channel (and, e.g., a touchdown within the STR).
  • the method includes forwarding the course corrections to the flight crew via air traffic controllers in communication therewith.
  • the environmental data includes runway friction status or runway contamination status (e.g., a wetness or dryness of the runway based on precipitation, humidity, or other moisture detected on or around the runway).
  • runway friction status or runway contamination status e.g., a wetness or dryness of the runway based on precipitation, humidity, or other moisture detected on or around the runway.
  • the airport 100 may include runways 102, 104, 106 and air traffic control (ATC) station 108 comprising controller 110, runway database 112, communications system 114, and runway sensor 116.
  • ATC air traffic control
  • controllers may instead advise the flight crew to go around for a stable and safer re-approach.
  • the airport 100 may incorporate a single runway 102 or multiple runways 102, 104, 106.
  • each runway 102 may have a designation of its orientation, e.g., "14" or "one-four" for a runway oriented at a heading of substantially 140 degrees (e.g., rounded to the nearest 10 degrees), where due north is 0/360 degrees and due south is 180 degrees. Accordingly, an aircraft 118 on approach to runway 14 would navigate to a heading of 140 degrees.
  • Air traffic controllers may pass these corrective actions to the flight crew (e.g., via the communications system 114) or wait for the flight crew to take corrective action of their own. If the approach trajectory 120 continues to deviate from the SAC/SAP, or deviates to the point that corrective action can no longer resolve the unstable approach, the controller 110 may advise air traffic controllers to recommend the flight crew go around for another approach. In some embodiments, the controller 110 may independently monitor stable approaches for multiple runways 102, 104, 106 (or, e.g., both directional orientations of a given runway) at the airport 100.
  • each runway 102, 104, 106 may incorporate one or more runway sensors 116.
  • runway sensors 116 may measure precipitation, runway contamination, or other environmental factors that may affect the safe landing of the aircraft 118 on the runway 104. Contamination or precipitation on the runway 104, for example, alters the friction coefficient of the runway and lengthens the amount of runway required for safe braking and rollout once the aircraft 118 has touched down, which may in turn affect the extent to which an unstable approach can be corrected or should be aborted.
  • the runway 102 may be marked to facilitate visual determination of an optimal touchdown point by the flight crew of the aircraft (100, FIG. 1 ) on an approach trajectory (120, FIG. 1 ).
  • the runway 102 may include a runway threshold marker 202, e.g., identifying the beginning of the portion of the runway available for landing under non-emergency conditions; the runway threshold marker may be located forward of the actual runway threshold 202a (e.g., the runway edge).
  • the runway 102 may include a runway designation 204 identifying the runway (e.g., "14", "18L").
  • the controller (110, FIG. 1 ) may control a ground-based system monitoring multiple runways, e.g., at multiple locations.
  • runway parameters specific to a given runway 102 and stored to the runway database (112, FIG. 1 ) may be determined based on latitude and longitude data corresponding to the location of the runway and/or its component zones and markings.
  • remote sensing and/or neural networks e.g., pulse coupled neural networks (PCNN), convolutional neural networks (CNN)
  • PCNN pulse coupled neural networks
  • CNN convolutional neural networks
  • the UTR 212 may comprise that portion of the runway 102 forward of the STR 210, e.g., extending from the forward edge of the touchdown zone marking 206 directly forward of the aiming point markings 208 to the far runway threshold 202b, such that the STR may have a length L S1 + L S2 and the UTR may have a length L R - ( L S1 + L A ) .
  • the above dimensions and markings corresponding to the runway 102, including the lengths of the STR 210 and UTR 212 may be stored to the runway database 112.
  • the controller (110, FIG. 1 ) may monitor the approach trajectory (120, FIG. 1 ) of the aircraft 118 based on position reports received from the aircraft, e.g., via the communications system (114, FIG. 1 ). For example, the aircraft 118 may generate and transmit ADS-B Out messages once per second (e.g., or more frequently, if demanded by the ATC ground station (108, FIG. 1 )). Each ADS-B Out message may uniquely identify the aircraft 118 (e.g., via tail number/ICAO identifier) and provide a precise (e.g., Wide Area Augmentation System (WAAS) GPS-enabled) latitude, longitude, and altitude of the aircraft at a discrete timestamp 402.
  • WAAS Wide Area Augmentation System
  • the controller 110 may determine specific corrective actions necessary for the aircraft to restore a stable approach path, and forward these corrective actions to air traffic controllers (e.g., at the ATC ground station 108) for transmission to the flight crew. For example, the controller 110 may first calculate required runway length (RRL), or the length of runway 102 required for the aircraft 118, on its current potentially unstable approach path 120b, to decelerate to a complete halt (or, alternatively, decelerate to taxiing speed) upon touchdown within the UTR 212.
  • RRL required runway length
  • the controller 110 may first calculate required runway length (RRL), or the length of runway 102 required for the aircraft 118, on its current potentially unstable approach path 120b, to decelerate to a complete halt (or, alternatively, decelerate to taxiing speed) upon touchdown within the UTR 212.
  • the controller 110 may compute corrective actions for air traffic controllers at the ATC ground station 108 to forward to the flight crew for resolution of the unstable approach path 120c. For example, the controller 110 may determine, based on a current or projected position of the aircraft 118 (e.g., corresponding to a timestamp 402) along the current potentially unstable approach path 120b), a sequence of adjustments to the pitch, altitude, and/or airspeed of the aircraft to safely transition the aircraft (e.g., within any applicable performance envelope) to a stable approach path 120d positively correlating with the ideal glideslope trajectory 302 and SAC 300, and consistent with a touchdown within the STR 210.
  • a current or projected position of the aircraft 118 e.g., corresponding to a timestamp 402
  • the controller 110 may determine, based on a current or projected position of the aircraft 118 (e.g., corresponding to a timestamp 402) along the current potentially unstable approach path 120b), a sequence of adjustments to the pitch, altitude, and/or air
  • recommended corrective actions may restore a stable approach path 120d that, while consistent with a touchdown inside the STR 210, may prove for an RRL sufficiently under the worst-case ARL that the likelihood of RO/RE is zero or negligible.
  • the controller 110 may incorporate Lyapunov stability-based adaptive backstepping control schemes, dynamic model inversion control schemes, and other like algorithms for generating a controllable aircraft model in determining a sequence of corrective actions.
  • the aircraft 118 may initiate final approach at an on-ground distance of 10 km ( ⁇ 6.2 NM) from the runway threshold 202a and a radio altitude of 2,000 ft.
  • the best-case ARL may be 2,200 m ( ⁇ 7,218 ft) and the worst-case ARL 1,870 m ( ⁇ 6,135 ft) for a touchdown inside the STR 210.
  • the aircraft 118 may be a widebody commercial jet associated with a stall speed of 102 knots (NM/h, ⁇ 189 km/h), a maximum landing weight of 365,000 lb ( ⁇ 165,561 kg), a wing area of 325.25 m 2 , a maximum landing lift coefficient of 2.6, an approach lift drag ratio of 6.96:1, and a landing roll average coefficient of 0.8.
  • the runway 102 may be associated with a runway contamination coefficient K rc of 0.5 (dry)/0.2 (wet) and air density ⁇ may be assumed 1.224 kg/m 3 (per sea level).
  • the worst-case ARL may be 1,870 m. However, it follows that for any touchdown inside the UTR 212 (e.g., forward of the STR 210), the worst-case ARL will be less than 1,870 m. Accordingly, given a wet runway and a touchdown outside the STR 210, the aircraft 118 may have only a few hundred meters of spare runway at best for braking and rollout, emphasizing the importance of restoring a stable approach path 120d as soon as possible to ensure a touchdown within the STR.
  • the method 500 may be implemented by the controller 110 of the ground-based system and may incorporate the following steps.
  • a memory of the ground-based system stores runway datasets for each of a selection of runways (e.g., at a single airport or multiple airports; opposing directional orientations of a given runway), each runway dataset including a length of a stable touchdown region (STR) and an unstable touchdown region (UTR).
  • STR stable touchdown region
  • UTR unstable touchdown region
  • the runway dataset also includes a recommended (e.g., ideal) glide slope trajectory providing for a stable approach path (SAP) to a touchdown at or near the runway aiming point within the STR.
  • SAP stable approach path
  • the controller (e.g., via airport-based communications systems) receives an aircraft on approach to a landing on the runway. For example, the controller will establish communications with the aircraft and receive ADS-B Out messages or like position reports therefrom.
  • the controller projects an approach trajectory of the aircraft toward a projected touchdown point on the runway.
  • the controller receives a sequence of ADS-B Out position reports from the aircraft on approach, and constructs the approach trajectory based on the sequence of reported positions extracted from the ADS-B Out position reports.
  • the controller determines a deviation of the approach trajectory from the SAC by cross-correlating the approach trajectory and the ideal glideslope trajectory/SAP.
  • the controller declares the approach trajectory an unstable approach path.
  • the available runway length e.g., the available length of the UTR based on the projected touchdown point within the UTR
  • RO/RE potential runway overrun/runway excursion
  • the controller forwards the recommended course corrections to the aircraft via air traffic controllers, e.g., at an air traffic control (ATC) ground station associated with the runway.
  • air traffic controllers e.g., at an air traffic control (ATC) ground station associated with the runway.
  • ATC air traffic control
  • the method 500 may include a further additional step 520.
  • the controller forwards a go-around recommendation to the aircraft via the air traffic controllers.
EP23175199.1A 2022-05-24 2023-05-24 Système et procédé au sol pour la prédiction, la prévention et la surveillance autonome de dépassement de piste Pending EP4287166A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202241029763 2022-05-24
US17/979,619 US20230386352A1 (en) 2022-05-24 2022-11-02 Ground-based system and method for autonomous runway overrun prediction, prevention and monitoring

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EP4287166A1 true EP4287166A1 (fr) 2023-12-06

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010052562A1 (en) * 2000-02-03 2001-12-20 Yasuo Ishihara Method, apparatus and computer program product for unstabilized approach alerting
US20140257601A1 (en) * 2013-03-06 2014-09-11 Gulfstream Aerospace Corporation Runway overrun monitor
US20150302753A1 (en) * 2014-04-16 2015-10-22 The Boeing Company Landing alerts for preventing runway excursions
US20170032683A1 (en) * 2015-07-29 2017-02-02 The Boeing Company Multiple landing threshold aircraft arrival system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010052562A1 (en) * 2000-02-03 2001-12-20 Yasuo Ishihara Method, apparatus and computer program product for unstabilized approach alerting
US20140257601A1 (en) * 2013-03-06 2014-09-11 Gulfstream Aerospace Corporation Runway overrun monitor
US20150302753A1 (en) * 2014-04-16 2015-10-22 The Boeing Company Landing alerts for preventing runway excursions
US20170032683A1 (en) * 2015-07-29 2017-02-02 The Boeing Company Multiple landing threshold aircraft arrival system

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