JPS63113700A - Erroneous alarm suppression system for aircraft collision preventor - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is an aircraft collision prevention system, in particular, suppresses false warnings about other nearby aircraft issued by aircraft collision prevention systems, and prevents pilots from unnecessary warnings. This invention relates to a false alarm suppression method to reduce operations as much as possible.

(Prior Art) Conventionally, medium-sized aircraft such as airliners and commuters are generally equipped with an aircraft collision prevention system that predicts the possibility of a collision with another aircraft in the vicinity of the own aircraft and issues a warning. Such a device includes an interrogator for other aircraft and an ATC transponder that responds to interrogation signals from other aircraft.

On the other hand, small aircraft such as private aircraft are equipped with AT due to equipment cost issues.
C) It is common to install only a lance bonder.

Now, in areas around airports where aircraft are most concentrated and where accidents occur frequently, the interrogation signals emitted by the aircraft collision avoidance system interrogators are not necessarily responded to by other aircraft in flight, but also by aircraft parked at the airport. It is a well-known empirical fact that ATC) lance bonders are carried by aircraft that are preparing to take off. Conventional aircraft collision prevention systems, in which collisions frequently occur, have a drawback in that they are not only bothersome but also extremely dangerous for aircraft pilots in the pre-takeoff and landing stages, who need to concentrate their attention most on flight operations.

In order to solve such problems, the inventor of the present application has already received response signals from other aircraft-mounted ATC lance bonders, one received directly by the aircraft collision avoidance system, and the other reflected from the ground. It is proposed to reduce the occurrence of unnecessary alarms by distinguishing and removing the response signals of aircraft-mounted ATC (airborne ATC) vehicles that are parked or flying near the ground from other response signals. However, when using this method, the aircraft collision avoidance system can directly receive response signals from other aircraft-mounted ATC transponders flying at high altitudes, but the radio waves reflected from the ground have a long propagation path and are extremely weak. Otherwise, it may not be received at all, and the time difference between the response signals directly received and those reflected from the ground may not be measurable.As a result, the other aircraft may be parked on the ground, assuming that the time difference is zero. The disadvantage is that there is a risk of mistakenly determining that there is a
.

(Object of the Invention) The present invention was made in order to eliminate the defects of the conventional aircraft collision avoidance system as described above. It is an object of the present invention to provide a false alarm suppression method in an aircraft collision prevention system that identifies and reduces unnecessary alarms.

(Summary of the Invention) In order to achieve the above-mentioned object, the following method is adopted in the present invention.

In other words, the relative speed between the own aircraft and the other aircraft is detected by repeating the question and answer several times, and if this relative speed is substantially equal to the speed of the own aircraft in the direction of the other aircraft, the other aircraft It is determined that the aircraft is parked and is removed from the monitoring target.

(Examples) The present invention will be described in detail below using nine examples shown in the drawings.

First, in order to facilitate understanding of the present invention, the functions of the ATC lance bonder and the conventional aircraft collision avoidance system will be briefly explained.

ATC) Lance Bonders are currently classified into three types according to the functions they possess, and the simplest one is the so-called Mode A, in which the response signal does not contain any particular information.

A slightly more sophisticated transponder is called Mode C, which adds altitude information to the response signal, and the altitude information uses the air pressure at the flight altitude of the aircraft equipped with the transponder.

Furthermore, the transponder referred to as mode S has the above-mentioned mode A,
In addition to the function C, the response signal includes the recognition code of the aircraft and information indicating that the aircraft is parked.

Therefore, it should be noted that in the method of the present invention, the ATC lance bonder whose response signal is processed is limited to the above-mentioned modes A and C.

Next, to briefly explain the aircraft collision prevention system that has been generally studied in the past, this system emits an interrogation signal of mode A, C, or S from a transmitter TX 1 via an antenna 2, as shown in FIG. A response signal from another aircraft (ATC) Lance Bonder (not shown) flying around the own aircraft equipped with this device is sent back to the receiver RX via the antenna 2.
3, the received signals are processed by the CAS computer 5 via the response detector 4, and then displayed on the display 6.

The above process involves, for example, measuring the relative distance between the own aircraft and the other aircraft based on the time difference between the time of sending out the interrogation signal and the time of receiving the response signal, and using the antenna 2 as a directional antenna to detect the antenna mounted on the other aircraft.
The position of the other aircraft is detected from the direction of arrival of the TCl-Lance Bonder response signal and displayed.

As is clear from the above explanation, if another aircraft is parked at the airport and that person's TC transbong is in the ON state, the above-mentioned aircraft collision prevention system may issue an unnecessary warning. be.

In addition, in order to avoid this, other aircraft 7 (7
’) Onboard ATC) Detects the reception time difference between the direct reception of the Lance Bonder response signal by the on-board aircraft collision prevention system of own aircraft 8 and the reception after reflection on the ground, and if this difference is zero, the other aircraft 7' is parked. Even if a method is used to determine that the ground is inside, if the response signal after reflection from the ground is weak due to the condition of the ground or the influence of surrounding buildings, there is a drawback that the judgment may be incorrect. As mentioned above, this happened.

In order to solve this problem, the following method is used in the present invention.

That is, as shown in Figure 4, other aircraft 7' parked at the airport
Note that even if this is a taxi puffer, from the perspective of the own aircraft 8 in flight, it is essentially the same as stopping, and the relative speed Vr of the own and other aircraft with respect to the own aircraft 8 If it is substantially equal to the azimuth velocity Vo, it is determined that the other aircraft is parked.

In order to realize the above idea, a device as shown in FIG. 1(a) may be added to a conventional aircraft collision prevention system.

In this figure, reference numeral 9 is a conventional general aircraft collision prevention system, and since the relative speed Vr and relative azimuth σ of own and other aircraft can be obtained from the CAS computer 5, the airspeed indicator of the own aircraft can be obtained. Heading speed vh obtained from 10
By inputting and calculating the relative azimuth angle θ into the speed converter 11, the azimuth speed VO of the own aircraft with respect to the other aircraft is obtained.This VO and the above-mentioned relative speed Vr are compared in the comparator 12. If the difference is within a certain threshold, it is determined that the other aircraft is not substantially moving, that is, it is parked, and the suppression pulse generator 13 generates a suppression pulse, and the CAS computer 5 displays the display 6. The configuration is configured to prevent transmission of display signals to.

In this figure, (bl is the nine parameters vh and vr mentioned above.

It is a figure explaining the mutual relationship of Vo and (theta).

Furthermore, it goes without saying that the aforementioned speedometer 10 does not necessarily have to be an airspeed meter, and if the own aircraft has an inertial navigation system, its output may be used.

In this way, it is possible to reliably distinguish parked or cruising aircraft from other threatening aircraft, which in normal circumstances would pose no risk of mid-air collision.

However, there are many aircraft in actual use today that can stop in the air. Helicopters are a typical model and there are many of them, and VTOL aircraft are currently in a special minority, but it is predicted that the number will increase in the future.

When these aircraft that can be stopped in the air are stopped at a high altitude, it is not possible to distinguish whether these other aircraft are parked or stopped in the air using only the method shown in Figure 1. Hovering helicopters may be excluded from the display, but this may increase the risk of mid-air collision.

In order to solve this problem, in addition to the method of comparing the relative velocity vr of own and other aircraft and the azimuth velocity Vo of the own aircraft to other aircraft according to the present invention, it is necessary to use the above-mentioned nine other aircraft ATC) The threat level of other aircraft can be determined based on the logic of both using a method for detecting the time difference between direct reception by the aircraft collision prevention system installed on the own aircraft and reception after reflection from the ground.

FIG. 5 is a block diagram showing an embodiment for realizing the above-mentioned idea, in which the framing pulse of the response signal of the ATC transponder on board another aircraft obtained from the response detector 4 of the aircraft anti-collision system 9 is directly received. The framing pulse analyzer 14 analyzes the signals received after reflection from the ground, and if the difference in arrival time between the two signals is within a certain threshold, the suppression pulse generator 15 is operated, and this output and the self-other relative velocity/ The suppression pulse based on the own aircraft speed comparison is input to the OR circuit 17, and the output of the
What is necessary is to control the display output by the computer. The delay circuit 16 is used to adjust the timing of generation of both signals input to the OR circuit 17.

By doing so, it becomes possible to distinguish whether another aircraft is stopped in the air or parked, so it is possible to prevent a hovering helicopter or the like from being excluded from the warning display.

(Effects of Eight Lights) Since the present invention is configured as explained above, it is suitable for use not only in regions where most of the current aircraft are equipped with Mode or C ATC) Lance Bonders, but also in the United States. Even in areas where the ratio of Mode C ATCl-Lance Bonder-equipped aircraft is around 60 inches (as of 1984), unnecessary warnings are issued from aircraft collision prevention systems, and the mentality of shuttlers during takeoff and landing is especially severe. This has a significant effect on the safe operation of aircraft, since it can significantly reduce the possibility of disturbing the concentration of aircraft.

Furthermore, since the additional circuits necessary to construct the present invention can be provided at relatively low cost, there are almost no factors that would hinder its widespread use.

[Brief explanation of the drawing]

FIG. 1 (al is a block diagram showing a basic embodiment of a false alarm suppression device in an aircraft collision prevention system according to the present invention, and FIG. 1 (bl is a diagram explaining the mutual relationship of each parameter thereof,
Figure 2 is a block diagram showing the configuration of a conventional aircraft collision prevention system, Figure 3 is a diagram explaining the concept of the conventional false alarm suppression system, and Figure 4 is a diagram explaining the concept of the false alarm suppression system according to the present invention. FIG. 5 is a diagram showing another embodiment of the present invention. 8・－・・・・・・own aircraft, 7(7')・
・・・・・・・・・Other aircraft, 9・・・・・・・・・
・Aircraft collision prevention device. Vr・・・・・・Relative speed, Vo・・・
・・・－・・・Azimuth speed to other aircraft. Patent applicant: Toyo Tsushinki Co., Ltd. No. Z

Claims (2)

[Claims] (1) In an aircraft collision avoidance system mounted on an own aircraft, the aircraft collision prevention system receives the time at which the aircraft collision prevention system transmits an interrogation signal and the response signal transmitted by another aircraft-mounted ATC transponder in response to the interrogation signal. The relative speed between the own aircraft and the other aircraft is determined from the difference between the reception time and the other aircraft is parked at the airport or is substantially A false alarm suppression method in an aircraft collision prevention system, characterized in that the occurrence of unnecessary alarms is reduced by determining that the aircraft is not moving. (2) In addition to the function of determining that another aircraft is parked, which is provided by the method described in claim (1), another aircraft-mounted ATC transponder response signal responds to the interrogation signal issued by the aircraft collision avoidance system. Based on the difference in arrival time between those that directly reach the aircraft collision avoidance system and those that arrive after reflection from the ground, only the response signals of ATC transponders on board aircraft parked at the airport or flying near the ground are detected. It also has the function of discriminating and removing from other response signals,
The aircraft collision according to claim (1), characterized in that the ATC transponder response signal carried by an aircraft stopped in the air is not removed from the monitoring range by the logic of the discrimination signal generated from both of these functions. False alarm suppression method in prevention device.