JPH08171700A - Aircraft approach detector - Google Patents

Abstract

PURPOSE: To provide an aircraft approach detector which can instantaneously detect an aircraft approaching to an allowed approach plane formed at a prescribed position in a space including the decision height or a reference datum on the ground side and the aircraft side. CONSTITUTION: This detector is provided with plural pulse modulation light radiation means which are vertically arranged on one of both sides of horizontal plane width 39 of an allowed approach plane 1, plural pulse modulation light reception means which are vertically arranged on the side opposite to the pulse modulation light radiation means, and plural pulse modulation light radiation means which are arranged on the ground surface under the width 39. Then plural pulse modulation light reception means are added to receive the pulse modulation beams 29a to 29n which are reflected on an aircraft 2, together with an allowed approach plane approach detection means which detects the aircraft 2 passing the plane 1 on the ground side by the output of both vertical can horizontal pulse modulation light reception means, and a transmission means which transmits the approach plane pass information to the aircraft 2 by driving a transmitter 13 by the output of the allowed approach plane approach detection means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an approach detection device for an aircraft, and more particularly to an approach detection device for a precision landing approach by a satellite navigation system, which can instantaneously pass through a permissible approach surface including a determination height or a reference datum on the ground and above the aircraft. The present invention relates to an aircraft approach detection device for detecting.

[0002]

2. Description of the Related Art Today, an instrument landing system (ILS: Instrument) is used as a device for guiding approach and landing to an airport by instrument flight.
ment Landing System), microwave landing gear (ML)
S: Micro-wave Landing System), Precision distance measuring device (DME / P: Distance Measuring Equipment / Precisi)
on) are known, and these are ICs for precision approach and landing assistance facilities.
Widely used as AO standard.

Here, an instrument landing device (hereinafter, referred to as "ILS") of the above-mentioned precision approach and landing assistance system will be described as an example.

FIG. 3 is a schematic diagram showing the ground facilities of the ILS.

[0005] As shown in FIG.
In addition to the inner marker 104, the middle marker 105, and the outer marker 107 which emit radio waves toward the sky, which is arranged at a predetermined position on the runway, the runway 106 to be entered
It has a localizer 102 installed at the terminal end of and a glide path 103 installed near the runway landing point (touchdown point).

[0006] In this ILS, the localizer 102 generates a guided radio wave so that the aircraft side can determine the positional deviation in the horizontal plane with respect to the runway center line, and
A single radio wave descent for guiding the aircraft to the runway by generating a guided radio wave at an elevation of about 3 ° so that the aircraft can determine the vertical displacement of the glide path 103 with respect to the runway surface on the aircraft side. (Glide path) 101 is determined. The receiver on the aircraft side is the localizer 102
By receiving radio waves from the glide path 103, it is possible to obtain deviations in azimuth and elevation from the descending road, and based on the instrument information, the outer marker 107, the middle marker 105, and the inner marker 104 of the aircraft are provided.
Approaching and landing while checking the passing of the vehicle with the lighting and sound of the instrument lamp.

As described above, the precision approach by ILS or the like forms the descent path of the aircraft by radio waves and guides the position of the vertical plane and the horizontal plane. The operational performance of this system is the performance of the assistance facility. Depending on the weather conditions, lighting facilities, obstacles around the airport, etc., category 1 with a decision height of 60 m and a runway visibility of 800 m at this time,
At a decision height of 30m and visibility of runway direction at this time 400
It is divided into categories such as m. Note that the determination height refers to an altitude at which the pilot of the aircraft entering along the descending route visually determines whether or not it can descend and land after this altitude.

[0008] Therefore, the middle marker enters along the descending road and reaches an altitude of 60 m from the runway surface, that is, category 1
The inner marker is installed on the runway below the aircraft which is determined to be in the case of is set up.

[0009] The determination of the determination height on the aircraft side at the time of the instrument landing approach is performed by receiving the radio wave emitted from the middle marker or the inner marker toward the sky with the onboard receiver, and allowing the pilot to measure the middle marker or the inner marker. This is performed by detecting the passing of the marker over the marker and reading two barometric altimeters and altimeter altimeters whose altitudes are calibrated especially.

[0010] In the case of Category 1, the pilot must visually recognize the runway at a determination height of 60 m from the runway surface, that is, in the vicinity of the middle marker, and abandon the landing when the pilot cannot visually recognize the runway for 800 m or more in the runway direction.

[0011] In the case of Category 2, the pilot visually recognizes the runway at a determination height of 30 m from the runway surface, that is, near the altitude above the inner marker or higher.
If you can not see more than 00m, you have to give up landing.

In the ICAO technical standard, the reference point of the descent is set to be 15 m above the threshold (the end of the runway), that is, the reference datum. When this reference datum is detected on the aircraft side, the pilot must start throttle and nose-up.

Conventionally, the measurement of the reference datum on the aircraft side at the time of instrument landing approach has been carried out by two calibrated barometric altimeters and a radio altimeter.

[0014]

However, the precision approach and landing assistance system such as ILS, MLS, DME / P including the inner marker or the middle marker, which is currently used, does not include GPS (Global Positioning System).
m) etc. along with the improvement of positioning accuracy technology
There is a possibility that the satellite navigation system represented by S will be gradually replaced, and eventually it will be abolished or greatly reduced.

The positioning accuracy of the GPS is affected by the geometrical arrangement of the satellites. For example, the case where four satellites used for positioning harden in one direction is poor, and the accuracy is better when the satellites are dispersed. The 95% probability accuracy of the current GPS is 100 m in the horizontal plane for the standard civilian type, 157 m in the vertical plane, and 1 in the horizontal plane for the military precision type.
8 m, 28 m on a vertical plane, and about 20 cm / sec at a speed.

According to the current positioning accuracy by GPS, in order to measure the determination height of 60 m in the case of category 1 by GPS, a military precision type having a vertical surface error of 28 m is required. 157 m is too large to be used. On the other hand, there is a problem that the measurement of the determination height of 30 m in the case of the category 2 cannot be sufficiently performed by either the standard type or the precision type of GPS.

Further, according to the technical standard of ICAO, the reference end of the descent is 15 m above the threshold (the end of the runway).
That is, the reference datum is set, but the vertical plane error of 15 m is 28 m of the precision type GPS.
There is a problem that measurement cannot be performed because the size becomes smaller.

Therefore, the present invention can be used in combination with a satellite navigation system when it is shifted to a satellite navigation system represented by GPS, which is expected to become the mainstream for precision landing approach in the future. It is an object of the present invention to provide an aircraft approach detection device capable of instantaneously detecting, on the ground side and the aircraft side, an aircraft approaching an allowable approach surface formed at a predetermined position in a space including a decision height or a reference datum.

[0019]

In order to achieve the above object, an aircraft approach detection device according to the present invention has a condensing lens and is arranged at a predetermined position on the runway surface in a direction perpendicular to the center line of the runway. A plurality of light emitting elements for emitting a light beam in a vertical direction, and a plurality of light emitting elements automatically operated so that the plurality of light emitting elements are operated by a pulse input signal so that outputs of the plurality of light emitting elements become constant. A pulse modulator and a plurality of light emitting element outputs having a condensing lens for receiving reflected light reflected by an aircraft at a predetermined position on the runway surface in a direction orthogonal to a centerline of the runway. A plurality of light-receiving elements, and a plurality of light receivers that amplify by converting the output current of the plurality of light-receiving elements into a voltage and performing gain adjustment so as to have a required output level; Multiple optical receivers A horizontal entry detector comprising a plurality of comparators for obtaining a digital output from the output, an OR circuit for outputting a horizontal entry detection signal when one or more of the plurality of comparator outputs change, A plurality of horizontal light emitting elements, each of which has a lens and is arranged so as to be orthogonal to the arrangement of the plurality of light emitting elements of the horizontal direction detector in a predetermined space perpendicular to the runway surface, and emits a light beam in the horizontal direction. A light-emitting element, a pulse modulator that automatically controls the plurality of light-emitting elements so that outputs of the plurality of light-emitting elements are constant, and receives the outputs of the plurality of light-emitting elements. A plurality of light-receiving elements having a condensing lens and arranged in a space perpendicular to the runway surface, and converting the plurality of light-receiving element output currents into a voltage to obtain a required output level. Gain adjustment A plurality of optical receivers for amplifying by performing, a plurality of comparators for obtaining a digital output from analog outputs of the plurality of optical receivers, and a vertical direction when one or more of the plurality of comparator outputs change. Only when there is an output from both the vertical direction detector and the vertical direction detector, which is composed of an OR circuit that outputs an approach detection signal,
An entry surface detector for detecting passage of an allowable entry surface formed by light beams from the plurality of light emitting elements of the horizontal entry detector and light beams from the plurality of light emitting devices of the vertical entry detector. And transmitting means for transmitting the passage of the permissible approach surface detected by the approach surface detector to the aircraft side.

It is preferable that the plurality of light emitting elements of the horizontal direction detector and the plurality of light emitting elements of the vertical direction detector are visible light lasers of different colors.

Further, in the above-described aircraft approach detection device, the permissible approach surface is formed at a spatial position including a determination height or a reference datum.

[0022]

Next, the operation of the aircraft approach detection device according to the present invention will be described.

In the vertical approach detector, when a part of a light beam emitted from a plurality of light emitting elements hits the fuselage with respect to a vertical section of the aircraft and the light receiving element is cut off, the light receiving amount of the cut off light receiving element , The output of the optical receiver is attenuated, the output of the comparator is inverted, and the vertical direction detection signal is output from the OR circuit.

Further, in the horizontal approach detector, when a part of the light beams emitted from the plurality of light emitting elements with respect to the horizontal section of the aircraft hits the body and the reflected light is received by the light receiving element, The output increases, the output of the comparator is inverted, and the horizontal approach detection signal is output from the OR circuit.

Then, the approach plane detector includes a plurality of light emitting elements of the horizontal approach detector and the vertical approach detector only when outputs from both the vertical approach detector and the horizontal direction detector. The passage of the permissible entrance surface formed by the plurality of light emitting elements is detected. Further, the transmission means transmits to the aircraft side that the vehicle has passed the permissible approach surface by detecting the approach surface detector.

Therefore, by forming the permissible approach surface by the above-mentioned approach detection device in the space including the determination height or the reference datum, the fact that the aircraft has entered the determination height or the reference datum can be instantaneously detected on the ground side and the upper side of the aircraft. It is possible to do. As a result, future GP
When moving to a satellite navigation system represented by S, especially G
The present invention can compensate the vertical plane error, which is a weak point of PS.

[0027]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a system diagram showing an embodiment of an aircraft approach detection device according to the present invention.

FIG. 1 shows an aircraft approach detection apparatus according to this embodiment.
As shown in (1), it is basically composed of a vertical entry detector 10, a horizontal entry detector 11, an allowable entry surface detector 13, and a transmitting means.

The vertical entrance detector 10 operates the light emitting elements 16a to 16n having the condensing lenses 17a to 17n in response to a pulse input signal 14a, and automatically controls the light output level to be constant. 1
5a to 15n and light receiving elements 20a to 20n having condensing lenses 19a to 19n for receiving the pulse modulated lights 18a to 18n.
20n, optical receivers 21a to 21n for obtaining an analog output after amplification by exchanging the output current of the light receiving element for a voltage and adjusting a gain to a required output level, and a comparator for obtaining a digital output from the analog output 22a-22n
And an OR circuit 23 that outputs a vertical entry detection signal 24 when one or more of the comparator outputs change.

The horizontal entry detection circuit 11 operates the light emitting elements 26a to 26n having the condensing lenses 27a to 27n in a pulsed manner by the pulse input signal 14b, and the pulse modulators 28a to 28d having the function of automatically controlling the light output level.
28n is reflected light 29a reflected upon the aircraft 2
Elements 31a to 31n having condensing lenses 30a to 30n for receiving light to light of about 29n, and light for obtaining an analog output after amplification by adjusting the gain of the light receiving element output current to a required output level. Receivers 32a-
32n, comparators 33a to 33n that obtain digital outputs from analog outputs, and an OR circuit 34 that outputs a horizontal approach detection signal 35 when one or more of the comparator outputs change. The pulse input signals 14a and 14b are synchronized with each other.

The permissible entry surface detector 13 comprises an AND circuit 36 for performing a logical product of the vertical entry detection signal 24 and the horizontal entry detection signal 35.

The transmitting means are the transmitter 13 and the transmitting antenna 38.
Consists of

In the approach detection device having the above structure, when a part of the pulse modulated lights 18a to 18n radiated from the light emitting elements 16a to 16n with respect to the vertical plane of the aircraft 2 hits the airframe and is interrupted, the interrupted light receiving element The outputs of the optical receivers 21a to 21n are attenuated based on the amounts of light received by the light receivers 20a to 20n, the outputs of the comparators 22a to 22n are inverted, and the vertical direction detection signal 24 is output from the OR circuit 23.

The light emitting element 2
Pulse modulated light 28a-28 emitted from 6a-26n
When a part of n hits the body and the reflected light 29a to 29n is received by the light receiving elements 31a to 31n, the optical receivers 32a to 32n.
n, the outputs of the comparators 33a to 33n are inverted, and the OR circuit 34 outputs a horizontal approach detection signal 35.

The detection signals 37a and 37b are output only when both the vertical approach detection signal 24 and the horizontal approach detection signal 35 are input.

The transmitter 13 outputs a detection signal 37b on the ground.
Driven by the omnidirectional transmitting antenna 38, it transmits to the aircraft 2 that it is passing through the admission plane 1. As the transmitter 13, for example, a current inner marker transmitter having a continuous identification code of 3000 Hz can be used.

Next, a case where the approach detecting device having the above-mentioned configuration is applied to precision approach and landing by GPS will be described.

FIG. 2 shows an example of installation of the approach detection device shown in FIG. 1, and is a schematic diagram in the case of forming an allowable approach surface including a reference datum 16.5 m above the threshold.

The allowable approach surface 1 is an IL as shown in FIG.
Horizontal width 39 equivalent to course width of S localizer
And a vertical surface width 40 corresponding to the path width of the glide path are assumed to be a rectangle formed in the space by the combination of the horizontal surface width 39 and the vertical surface width 40, and are actually detected in the vertical direction and the horizontal direction, respectively. It is covered with a laser beam consisting of an appropriate number according to the size of the aircraft.
The horizontal plane width 39 on the threshold 4 is 210 m, and the vertical plane width 40 is 18 m-15 m = 3 m.

Further, when the pulse modulation light in the vertical direction and the pulse modulation light in the horizontal direction are replaced with visible light lasers having different colors, when low visibility is generated, that is, particles of clouds and fog are standing above the threshold 4. In such a case, these particles can be used as a screen to project the allowable entrance surface 1 on the screen in an intermediate color of the two types of visible light lasers.

FIG. 2 shows that the threshold value is 16.5.
Although the case where the allowable approach surface 1 including the reference datum 6 of m is formed is shown, the parallelism along the glide path 7 to the position where the ground height is 30 m is considered, and the decision height in the case of category 2 In the same way, if the parallel movement is considered up to the position where the ground clearance is 60 m, it will be the allowable approach surface including the decision height in the case of category 1.

The time for detecting the approach of the aircraft 2 to the allowable approach plane 1 is determined by the beam width 9 of the light emitting element converged by the condenser lens. Time about 0.01 seconds / 0.7m
Can be fully satisfied.

[0044]

As described above, according to the present invention, a plurality of light emitting elements having a condensing lens and a plurality of light receiving elements corresponding to each of the light emitting elements are arranged at predetermined positions on the runway surface in a direction perpendicular to the center line of the runway. On the other hand, at a predetermined position of the runway, a plurality of light emitting elements having a condensing lens and a plurality of light receiving elements corresponding to each of them are arranged in a predetermined space perpendicular to the runway surface. Accordingly, an allowable approach surface can be formed at a predetermined position in the space including the determination height or the reference datum, and an aircraft passing through the allowable approach surface can be instantaneously detected on the ground side. Moreover, since the light is received through the condenser lens, it is hardly affected by disturbance light.

Further, by providing the transmitting means for transmitting the passage of the permitted approach plane of the aircraft to the aircraft side, there is an effect that the passage of the permitted approach plane detected on the ground side can be instantaneously detected on the aircraft side.

As a result, by using in combination with a satellite navigation system typified by GPS, which is expected to become the mainstream for precision landing approach in the future, the vertical plane error, which is a weak point of GPS, is supplemented, and precision landing by GPS This has the effect of enabling landing approach.

Further, by changing the pulse-modulated light in the vertical plane and the horizontal plane to two or more different visible light lasers when low visibility occurs, the permissible entrance surface is formed of clouds or fog particles with a neutral color of the visible light laser. Since the image can be projected on the screen, there is an effect that the permissible approach surface can be visually recognized when low visibility occurs.

[Brief description of drawings]

FIG. 1 is a system diagram showing an embodiment of an aircraft approach detection device according to the present invention.

FIG. 2 is a schematic diagram showing an example in which the approach detection device shown in FIG. 1 is specifically applied.

FIG. 3 is a schematic configuration diagram showing an ILS ground facility.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Permissible approach surface 2 Aircraft 3 Runway 4 Threshold 5 Overrun 6 Reference datum 7 Glide path 8 Touchdown point 9 Light emitting element beam width 10 Vertical approach detector 11 Horizontal approach detector 12 Allowable approach surface detector 13 Transmitter 14a, 14b Pulse input signal 15a to 15n, 25a to 25n Pulse modulator 16a to 16n, 26a to 26n Light emitting element 17a to 17n, 19a to 19n, 27a to 27n, 3
0a to 30n Condensing lens 18a to 18n, 28a to 28n Pulse modulated light 20a to 20n, 31a to 31n Light receiving element 21a to 21n, 32a to 32n Optical receiver 22a to 22n, 33a to 33n Comparator 23, 34 OR circuit 24 Vertical direction detection signal 29a to 29n Reflected light 35 Horizontal direction detection signal 36 AND circuit 37a, 37b Detection signal 38 Transmitting antenna 39 Horizontal plane width 40 Vertical plane width

Claims (3)

[Claims] 1. A plurality of light emitting elements having a condensing lens and arranged at a predetermined position on a runway surface in a direction orthogonal to a centerline of the runway and emitting a light beam in a vertical direction; A plurality of pulse modulators for automatically controlling the plurality of light emitting element outputs to be constant by operating the light emitting elements according to a pulse input signal, and a reflection in which the plurality of light emitting element outputs are reflected upon hitting an aircraft In order to receive light, a plurality of light receiving elements having a condensing lens and arranged at a predetermined position on the runway surface in a direction orthogonal to a center line of the runway; A plurality of optical receivers that amplify by performing gain adjustment to obtain a required output level, a plurality of comparators that obtain digital outputs from the outputs of the plurality of optical receivers, If more than one comparator output is A horizontal approach detector comprising an OR circuit that outputs a horizontal approach detection signal when it changes upward; and a horizontal approach detector having a condensing lens in a predetermined space perpendicular to the runway surface. A plurality of light emitting elements that emit a light beam in a horizontal direction, arranged so as to be orthogonal to the arrangement of the plurality of light emitting elements, and the plurality of light emitting elements are pulsed by a pulse input signal, and the plurality of light emitting elements are pulsed. A pulse modulator for automatically controlling the output of the light emitting element to be constant; and a light receiving element for receiving the plurality of light emitting element outputs, the condenser having a condensing lens and being arranged in a predetermined space perpendicular to the runway surface. A plurality of light receiving elements, a plurality of light receivers for converting the output currents of the plurality of light receiving elements into a voltage, amplifying by performing gain adjustment to a required output level, and the plurality of light receivers. Out of optical receiver A vertical entry detector comprising a plurality of comparators for obtaining a digital output from a force, and an OR circuit for outputting a vertical entry detection signal when one or more of the plurality of comparator outputs change, Only when there is an output from both the direction entry detector and the vertical direction detector, the light beams from the plurality of light emitting elements of the horizontal direction entry detector and the plurality of light emission of the vertical direction entry detector are obtained. An aircraft including: an entry surface detector that detects passage of an allowable entry surface formed by a light beam from an element; and a transmission unit that transmits to the aircraft the passage of the entry surface detected by the entry surface detector. Ingress detection device. 2. A plurality of light emitting elements of the horizontal direction detector and a plurality of light emitting elements of the vertical direction detector are visible light lasers having different colors, respectively. An aircraft approach detection device according to claim 1. 3. The aircraft approach detection device according to claim 1, wherein the allowable approach surface is formed at a spatial position including a decision height or a reference datum.