JPH0763559A - Method and device for measuring aircraft flight course - Google Patents

Abstract

PURPOSE:To arrange a wig tapping antenna, a detecting antenna and a sound receiving device adjacent to each other on one position near an airport, process the data obtained thereby by a computer, and easily perform an automatic measurement regardless of weather. CONSTITUTION:A wire tapping antenna A for transponder response signal, a rotating directional detect-ing antenna A' for detecting the arrival angle of the radio wave, and a sound receiving device B for detecting a sound vector in the arrival direction of an aircraft noise are provided. These are arranged adjacent to each other within a circle of a prescribed range on the ground, the antenna A, the antenna A' and the device B are connected to a reading device D, an arrival angle calculating device E, and a sound vector calculating device F, respectively. The data obtained from them are inputted to and stored in a computer C placed in an optional position, these data are calculated under a prescribed time condition to monitor the flight course data, and a target aircraft is specified and displayed on a printer G by a machine kind identification No. S.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for measuring the flight course of an aircraft at one point on the ground, and more particularly, to the automatic measurement of the flight course of a takeoff and landing aircraft flying in the airspace near the airport with high accuracy and simplicity. The purpose is to provide means that can be performed.

[0002]

2. Description of the Related Art It is necessary to confirm the flight course of an aircraft in the airspace near the airport in order to ensure the safety of the aircraft taking off and landing at the airport or to prevent aircraft noise near the airport. Conventionally, an aircraft flying in the airspace within a few hundred kilometers from an airport flies under the air traffic control of a secondary surveillance radar device, but this air traffic control system cannot accurately measure an aircraft flight course in the airspace near the airport. Since it is extremely difficult, there is usually a method of arranging measurement points at multiple points near the airport, calculating the flight position by triangulation from the measured values of those two points, and determining the flight course based on the temporal data. Has been adopted.

The following three methods are mainly used as the flight position measuring means. (1) The flight position is calculated by simultaneously measuring the azimuth angle and elevation angle of the vector of the incoming sound wave at both measurement points of the noise emitted by the aircraft using a four-element microphone type sound receiving device arranged on the three-dimensional coordinate axes. (2) Simultaneously measure the arrival direction of the transponder response signal radio wave transmitted by the aircraft at both measurement points, decode the signal to obtain the flight altitude, and calculate the flight position by the crossing angle of the radio wave arrival azimuth direction and the flight altitude. To do. (3) Simultaneous visual observation with theodolide is performed at both measurement points, and the flight position is calculated from the azimuth angle and elevation angle.

[0004]

The conventional method is based on the distance between two measurement points that are separated from each other, and the space of the aircraft is determined by the angle of the arrival direction of the sound wave or radio wave or the observation direction of the machine image measured synchronously at each measurement point. Although the position is calculated, there is a problem in that it is difficult to perform synchronous measurement at both measurement points that are apart from each other, and measurement errors are superimposed on each other, so that the calculated flight position tends to be inaccurate.

That is, when measuring the arrival direction of noise of an aircraft in each of the above-mentioned measuring means, an error of ± 0.5 ° inevitably occurs in the angle measurement accuracy of the 4-element microphone type sound receiving device, and both measurements are performed. It is extremely difficult to correct the noise arrival time difference due to the distance difference between the point and the aircraft, and it is difficult to obtain the synchronous data, and the method for finding the direction of the transponder response signal radio wave makes it easy to perform the synchronous measurement at both measurement points. , The angle measurement accuracy is ± 3 ° in the case of a rotational directional antenna such as a 5-element pole antenna type, and it is ± 0.
The error could be less than 1 °, but there was a problem in tracking measurement, and it was not observable due to night time, weather, etc.

Further, each of the above-mentioned measuring means determines its flight position by the intersection of the angle-measuring direction of the aircraft from both measurement points. When the angle is 30 ° or less and 120 ° or more, the flight angle is apt to be extremely inaccurately determined due to the measurement angle error, and the measurement range is limited.

[0007]

The present invention includes the above-mentioned 2
The problem of the conventional aircraft flight position measurement method by the triangulation method at the measurement points is to analyze the interception of the transponder response signal of the aircraft at one measurement point, the detection of the direction of arrival of the radio wave, and the reception of the noise of the aircraft. We have succeeded in solving it by using the combination data of.

That is, according to the present invention, an interception antenna (A) for intercepting a transponder response signal radio wave transmitted from an aircraft arranged near a point near an airport, a detection antenna (A ') for knowing the arrival direction, and an aircraft noise. The sound receiving device (B) for detecting the direction of arrival of the radio waves decodes the transponder response signal to obtain model identification, flight altitude data, azimuth angle data of the radio wave arrival direction, and azimuth angle elevation data of the noise arrival direction. It is characterized in that these data are continuously and continuously inputted to the computer (C), the flight position is calculated under a time condition in which the arrival azimuth angles of the radio wave and the noise coincide with each other, and the data are output and displayed with time. A method for measuring a flight course of an aircraft and an apparatus for carrying out the method, which further includes adding means for measuring a noise level of the aircraft in the above-mentioned configuration.

In the above, the intercept antenna (A) is used as a transponder response signal radio wave (1090M) transmitted by the aircraft.
Hz) is a non-directional antenna that can be intercepted, and the detection antenna (A ') is a rotational directivity that can detect the arrival direction of a transponder response signal radio wave. The sound receiving device (B) for detecting the arrival direction of the device is capable of measuring the azimuth angle and the elevation angle of the sound by a four-element microphone type acoustic vector measurement, and these are arranged close to one point on the ground.

The transponder response signal radio wave is a signal which continuously transmits a pulse signal including model identification of the aircraft and flight altitude data several tens of times per second.
This can be intercepted and decoded on the ground and automatically obtained as data for each time in seconds, and the azimuth data of the radio wave arrival can also be obtained as data for each similar time. On the other hand, the arrival azimuth angle and elevation data of aircraft noise can also be sampled in time synchronization with the radio wave data, but the data is based on the speed of sound with respect to the radio wave data depending on the distance between the measurement point and the aircraft. It causes a time delay. Therefore, in order to determine the spatial position of the flying aircraft, it has to be calculated based on the respective data in which the times of generation of the radio waves and noise are matched.

According to the present invention, the measured data of the radio wave and the noise are continuously input and stored in the computer (C) at the same time. The flight position of the aircraft is determined by calculating the spatial position of the aircraft at each time based on the angle and elevation data and altitude data by radio waves.These measurement data and the projected trajectory of the flight course on the map plane Etc. are displayed as numerical values and graphs on a cathode ray tube or recording paper.

In this measuring means, there is a measurement limit due to the detection performance of the sound receiving device with respect to the noise level of the aircraft, and in the case of the jet engine sound of a normal commercial aircraft, it is possible to measure within a radius range of about 2 km. On the other hand, since the transmissible range of the transponder response signal radio wave can cover a much wider range than this, the sound receiving analysis device is operated by the electric field strength of the radio wave to automatically and efficiently detect both radio wave and noise data. It is preferable to collect. In addition, if a noise level measuring device is installed side by side with the sound receiving device and the noise level is input to the computer (C) together with the data of the karuta and is output and displayed along with the flight course, it is effective as a material for noise pollution countermeasures. Can be used.

[0013]

According to the present invention, since the flight course including the flight altitude of the aircraft flying near the airport can be easily calculated and displayed by the measurement at one point, the present invention makes it possible to perform the triangulation measurement by the conventional two-point measurement. By solving the complexity of the method and apparatus in the means, it is possible to perform relatively accurate automatic measurement without being affected by the weather day or night.

[0014]

Embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing an example of the device of the present invention, and FIG. 2 is a schematic perspective view for explaining the principle of the flight course measuring means of the present invention. In FIG. 1, A is a transponder response signal interception antenna, A'is a rotationally directional 5-element pole antenna type detection antenna for detecting the azimuth angle of the arrival direction of the radio wave, and B is a sound vector detection in the arrival direction of aircraft noise. For 4
Element-type microphone-type sound receiving devices, which are closely arranged in a circle within a radius of 2 m on the ground. The intercepting antenna A is a decoding device D, and the detecting antenna A'is an azimuth calculation device E.
In addition, the sound receiving device B is connected to the sound vector calculation device F, and the data obtained from each is input and stored in the computer C placed at an arbitrary place, and these data are calculated and processed to monitor the flight course data. , Printer G with model identification number. The target aircraft is specified and displayed by S.

FIG. 2 illustrates the principle of measuring the flight course by the above-mentioned device. When the device is placed at the measuring point O and the aircraft reaches the spatial position P, the intercept antenna A is used. The model identification number is determined by the received transponder response signal radio wave. OY of Cartesian coordinates along the ground plane by S, flight altitude H, and detection antenna A '
The azimuth angle θ with respect to the axis can be obtained, but the elevation angle φ cannot be obtained with the detection antenna A ′, while the sound receiving device B ′ is affected by the noise emitted at the position P ′ before the aircraft reaches P. Then, the azimuth angle θ'and the elevation angle φ'of the noise at the P'position are detected. Then, by continuously performing the above measurement at small time intervals, the elevation angle φ'and the azimuth θ'and the radio wave under the time condition where the azimuth θ by the radio wave and the azimuth θ'by the noise substantially match. Flight altitude H
The flight course is obtained by calculating the flight position P for each small time interval.

FIG. 3 is a graph showing the data every 1 second of the flight altitude H obtained by the transponder response signal radio wave and the arrival azimuth angle θ of the radio wave. The flight altitude H is the data transmitted at intervals of 30 m. There is. FIG. 4 is a graph showing the data of the azimuth θ ′, the elevation φ ′ and the noise level N obtained by analyzing the aircraft noise vector every one second. This noise measurement is performed in the transponder response signal decoding device D. It starts at the time when the electric field strength exceeding the specified value is detected from the electric field strength measuring circuit provided, and in this embodiment, the noise measurement is started 8 seconds after the start of the radio wave measurement.

FIG. 5 is a table of numerical data corresponding to the graphs of FIGS. FIG. 6 shows the azimuth angle θ ′ of noise, the elevation angle φ ′, and the radio wave at the corresponding time after correcting the time difference between the radio data and the azimuth angle (θ, θ ′) of the noise in the numerical data of FIG. The plane position of the flight course by the X and Y axes of the three-dimensional rectangular coordinates calculated from the data of the flight altitude H and the direct distance from the measurement point O to the aircraft position P calculated by adding the flight altitude H (Z) condition to this FIG. 7 is a table of m units shown in FIG. 7, and FIG. 7 is a graph of flight courses projected on the map plane based on the table of FIG.

At the same time as the above measurement, the measurement point O is sandwiched between
When theodolite is installed at each of the two measurement points at intervals of 00 m and the precision measurement is carried out by the triangulation method of visual observation, and it is compared with the measurement result of this example, the direct distance to the aircraft is 1300 m or less. Is approximately ± 20 m or less,
An error of about ± 70 m is recognized at 2000 m,
It was confirmed that the method of the present invention enables practical measurement of the flight course of an aircraft that passes through the spherical inner space with a radius of 2 km from the measurement point.

The altitude H signal included in the transponder response signal is transmitted in accordance with the altimeter instruction every 30 m, with the airport runway surface for takeoff and landing as 0 point.
If there is a difference in elevation between the measurement point and the runway surface, the measured altitude H data must be corrected. Further, since the measurement range by the position measurement point of the present invention has the above-mentioned distance limitation, the same measurement is performed at intervals such that the peripheral edges of the measurement ranges overlap in order to obtain a wider measurement range. By arranging points one after another and collecting a wide range of data and inputting this to a computer located in place, it is possible to obtain time-course data of a wide range of flight courses and air groove noise levels at that time.

[0020]

As described above, according to the method of the present invention, at one point in the vicinity of the airport, the interception antenna A of the transponder response signal radio wave transmitted from the aircraft and the detection antenna A'of the radio wave arrival direction are provided. A sound receiving device B that detects the direction of arrival of aircraft noise is placed in close proximity, and the data obtained by these are processed by a computer to obtain flight courses and noise level data that are effective for air traffic control, air noise control, etc. This device is simpler than the conventional triangulation type measuring device with two measuring points, and it is possible to obtain the effect that automatic measurement can be performed regardless of day and night or weather.

[Brief description of drawings]

FIG. 1 is a block diagram showing an example of measurement geodesic.

FIG. 2 is a schematic perspective view illustrating the principle of the measuring method.

FIG. 3 is a graph of flight altitude and azimuth data obtained by transponder response signal radio waves.

FIG. 4 is a graph of azimuth angle, elevation angle, and noise level data obtained by analyzing aircraft noise.

5 is a numerical data table corresponding to the graphs of FIGS. 3 and 4. FIG.

FIG. 6 is a position calculation value table of an aircraft in which the time difference of each measurement data is corrected.

FIG. 7 is a graph of flight courses on a map plane obtained based on calculated values.

[Explanation of symbols]

 A interception antenna A'detection antenna B sound receiving device C computer D decoding device E azimuth angle calculation device F sound vector calculation device G monitor, printer P aircraft O measurement point θ azimuth angle φ elevation angle H flight altitude

Claims (4)

[Claims] 1. An interception antenna (A) for a transponder response signal radio wave transmitted from an aircraft, which is placed near a point near an airport, and a detection antenna (A ') for the arrival direction of the radio wave.
Model identification, flight altitude data, azimuth angle data of the radio wave arrival direction and azimuth elevation angle data of the noise arrival direction obtained by decoding the transponder response signal by the sound receiving device (B) that detects the arrival direction of the aircraft noise. A method for measuring an aircraft flight course, characterized in that the flight position is calculated under a time condition in which the radio wave and the arrival azimuth data of noise coincide with each other by continuously inputting to a computer, and output is displayed over time. . 2. A flight course in which a noise level measuring device is provided along with a sound receiving device (B) for detecting the direction of arrival of aircraft noise, and the noise level data is simultaneously and continuously input to a computer together with the other data described above. The aircraft flight course measurement method according to claim 1, wherein the output is displayed together with the measurement result. 3. An interception antenna (A) for a transponder response signal radio wave transmitted from an aircraft, which is located near a point near the aircraft, a detection antenna (A ') for the arrival direction of the transponder response signal radio wave, and an aircraft noise arrival direction are detected. Which has a sound receiving device (B), the intercepting antenna (A) is a decoding device (D) that obtains model identification and flight altitude data from the intercepting signal, and the detecting antenna (A ') is in the direction of arrival of the radio wave. The sound receiving device (B) is provided to the calculation device (E) for obtaining the angle data.
Is connected to a sound vector calculation device (F) that obtains azimuth and elevation data of the noise arrival direction, and the decoding device (D), the calculation device (E), and the sound vector calculation device (F) input the respective output data. An aircraft flight course measuring device, which is connected to a computer (C) which calculates a flight position and outputs it over time to display a flight course. 4. A noise level measuring device is attached to a sound receiving device (B) for detecting the arrival direction of aircraft noise, and noise level data is input together with the other data described above and is output with time along with a flight position. 4. The aircraft flight course measuring device according to claim 3, further comprising a computer (C) for displaying the noise level together with the flight course.