WO1987004255A1

WO1987004255A1 - System for preventing erroneous alarm in apparatus for preventing collision of aircraft

Info

Publication number: WO1987004255A1
Application number: PCT/JP1986/000006
Authority: WO
Inventors: Chuhei Funatsu; Kazuyuki Kita; Toshikiyo Hirata
Original assignee: Toyo Communication Equipment Co., Ltd.
Priority date: 1986-01-10
Filing date: 1986-01-10
Publication date: 1987-07-16

Abstract

A system for preventing erroneous alarms from being generated by controlling timing to stop the function of an ATC transponder of an apparatus that is mounted on an airplane for preventing the collision of aircraft. Operation is performed based upon the flying altitude of the airplane and the mode of interrogation signals, and timing is controlled to stop the function of the ATC transponder mounted on the airplane based upon the result of operation. Therefore, an interrogation signal emitted from the airplane and reflected by the surface of the earth is not received by the ATC transponder mounted on the airplane, and erroneous alarm is prevented from being generated.

Description

Description False alarm prevention system for aircraft collision prevention system

The present invention relates to a false alarm prevention system in an aircraft collision prevention device, and in particular, an interrogation signal generated by the aircraft collision prevention device is reflected on the surface of the earth, and this is reflected by the ATC trans-bonder mounted on the own aircraft. The present invention relates to a false alarm prevention system in an aircraft collision prevention device that prevents the occurrence of erroneous information that is generated when the aircraft collision prevention device receives the information via the airplane collision prevention device.

Background art

As shown in Fig. 5, a conventional and generally used aircraft collision prevention device transmits a query signal of mode A, C or S all around its own aircraft, and transmits a query signal from the transmitter 1. Receiver 2 that receives the ATC transponder response signal onboard other aircraft, response detector 3 that detects the transponder response signal received by receiver 2, and response detector 3 Based on the data processing performed by the anti-collision computer 4 and the anti-collision computer 4, which performs the required data processing on the transponder response signal detected by the An indicator 5 for displaying is provided.

In the above configuration, mode A, C, and Sends an interrogation signal of S all around its own aircraft, receives an ATC transponder response signal from another aircraft mounted on the other aircraft in response to this interrogation signal at receiver 2, and uses the reception detector 3 to prevent collision. After performing the required data processing in the computer 4, only the threat device is discriminated and a warning is displayed on the display 5.

However, in the case of the aircraft collision prevention device as described above, the ground or sea surface reflection of the interrogation signal may be received by the ATC trans-bonder of the own aircraft, for example, as shown in Fig. 6. If the aircraft is flying at altitude H, there may be a warning display as if there is another aircraft at the position 2H around the own aircraft, and congestion of air traffic like around the airport A false alarm in the airspace confused the pilot and was rather dangerous.

However, the interrogation signal in mode S contains an individual recognition code in it, and it is unlikely that the self-aircraft will respond to the interrogation signal containing the code of the own aircraft. Since it is not possible, the present invention is out of the scope of the present invention for the mode S interrogation signal.

Accordingly, the present invention has been made in order to eliminate the above-mentioned shortcomings of the conventional aircraft collision prevention device, and the aircraft collision prevention device can issue a false alarm based on the ground or sea surface reflection of the inquiry signal. By ensuring the maximum response time of the ATC Transbonder to other aircraft, it is possible to prevent pilot confusion due to false alarms. An object of the present invention is to provide a false alarm prevention system for an aircraft collision prevention device that prevents accidents due to aircraft operation errors caused by the accident and reduces the possibility of collision accidents between aircraft.

Disclosure of the invention

That is, the present invention controls the timing of stopping the function of the ATC transbonder of the aircraft collision prevention device mounted on the own aircraft. This prevents the ATC transbonder from generating a potato report based on the response of the interrogation signal emitted by the own aircraft to the reflected wave from the earth surface, and The maximum available time for ATC Transbonder to respond to other aircraft will be ensured.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a block diagram showing an embodiment for realizing an error prevention system according to the present invention, and FIG. 2 is another block diagram for realizing an error prevention system according to the present invention. FIG. 3 is a block diagram showing an embodiment, and FIGS. 3A and 3B are timing charts for explaining the ATC transbonder function stop timing according to the present invention; FIG. Fig. 5 is a graph showing the relationship between the flight altitude and the ATC transbonder function stop timing. Fig. 5 is a block diagram showing the configuration of a conventional aircraft collision prevention device. FIG. 8 is an explanatory diagram showing the influence of interrogation signal earth surface reflection on an aircraft.

BEST MODE FOR CARRYING OUT THE INVENTION In order to describe the present invention in more detail, Therefore, this will be described.

FIG. 1 shows an embodiment for realizing the false hairpin information prevention system according to the present invention. The altimeter 6 measures the flight altitude of the own aircraft, and the flight altitude information obtained by the altimeter 6 is encoded. Encoder 7, transmitting an interrogation signal of mode A, C, or S all around the aircraft, and an ATC transponder mounted on another aircraft in response to the interrogation signal from the anti-collision device. Input the ATC transponder 10 that receives the response signal, the flight altitude information encoded by the encoder 7, the mode of the interrogation signal from the collision prevention device 9, and the interrogation signal transmission start timing. As a result, a calculator 8 for controlling the operation of the ATC transbonder 10 is provided.

In the above configuration, the flight altitude indicated by the altimeter 6 is encoded by the encoder 7 and input to the calculator 8. On the other hand, the mode of the interrogation signal and the interrogation signal transmission start timing are input to the calculator 8 and the ATC transbonder 10 from the aircraft collision prevention device. As a result, the operation of the ATC transbonder 10 is controlled based on the information from the computer 10.

Next, how to control the ATC transbonder 10 will be described.

First, as shown in Fig. 3 '), after the aircraft collision prevention device 9 issues an interrogation signal, 93 ^ S (Fig. 3 (a) t') is uniformly programmed in the timer 10 in advance. After sending the interrogation signal There is a control method to stop the function of the ATC transbonder 10 during 93S. Here, regarding the breakdown of the 93S © time, since the interrogation signal transmission time t is 21 βS (however, 21S is the case in mode C), first, after receiving the interrogation signal, 21 « Assuming that the S function is stopped, and the maximum flight altitude of the own aircraft is 36000 feet with respect to the propagation time (t'-t) of the interrogation signal, if this is converted to m, it is 10,750 m, and the propagation distance is Since the round trip must be taken into account, 21,500 m, which is divided by 300 m (the distance that the interrogation signal travels through space to 1 S), the propagation time of the interrogation signal at a flight altitude of 36,000 is 72. S, the sum of which is 93 S (If the first input signal of the interrogation signal input after 93 S is cut off, all the input interrogation signals that last for 21 S are not input, and therefore the interrogation signal The 21 S as the reception time need not be considered here). In the current aircraft, assuming a flight altitude of up to 36,000 feet, the aircraft will not climb to any higher altitude, so the ATC transponder will not be able to fly for up to 93 S. If the function is stopped, the interrogation signal emitted by the own aircraft will be reflected on the earth's surface and will not be received by the ATC trans- bender onboard the own aircraft.

Also, since the interrogation signal transmission time for Mode A is 8 S, the required time mentioned above is converted to 80 S, and since the aircraft is locked in 93 «uS, Mode A interrogation signals can be dealt with sufficiently. Furthermore, in the above case, the explanation was made assuming that the maximum altitude taken by the aircraft is 36,000 feet (10,750 m). Change the altitude value inside, measure the downtime of the ATC transponder 10, and reprogram the calculator 10 in advance.o

Secondly, instead of uniformly stopping the function of the ATC transponder 10 during the 93S, a method of controlling the function stop time of the ATC transponder 10 according to the mode of the received interrogation signal. It is. (In Fig. 3 (a), t is changed according to the mode.)

For example, assume that the maximum altitude an aircraft can take is 36,000 feet (10,750 m) .In Mode C, as described above, the interrogation signal transmission time and reception time are 21 S. In consideration of the above, the time to stop the function of the ATC transbonder 10 is at least 93 S as described above. However, in Mode A, the interrogation signal transmission time is 8, so that 80 μS is enough time to stop the ATC transponder 10 in consideration of the value. Therefore, the mode of the interrogation signal received by the counter 8 is discriminated, and the function of the ATC trans-bonder 10 is 80 S for mode 、 and 93 S for mode C. It is only necessary to execute a program that causes a stop. Also, this value should be determined in consideration of the maximum altitude that the aircraft can take, as described above. Third, there is a method of calculating the time required for the interrogation signal reflected on the earth surface from the altitude of the own aircraft to reach the own aircraft, and controlling the stop time of the function of the ATC transbonder 10 based on the calculated time. (In Fig. 3 (a), t '-t is changed according to the flight altitude.)

For example, in Mode C, as described above, when the altitude is 36,000 feet, the interrogation signal transmission time is 21 S and the propagation time of the interrogation signal based on the altitude 36,000 feet is 72. Because of S, the function of the ATC transbonder 10 is stopped for a total of 93 S.

Here, if the altitude of the own aircraft descends to 20,000 feet, the interrogation signal transmission time is 21 S, but the questionnaire based on the altitude of 20,000 feet Since the signal propagation time is 41 S (12,192 m (interrogation signal propagation distance) ÷ 300 m (the distance that the interrogation signal travels in space to 1 S) ^ 41), the ATC traffic for a total of 62 ^ S Stop the function of the bonder.

Similarly, in mode A, if the altitude is 12,000 feet, the interrogation signal propagation time is 8'S and the propagation time of the interrogation signal based on the altitude 12,000 feet is 25. ^ S (7,316m (interrogation signal propagation distance) ÷ 300m (distance that the interrogation signal travels in space to 1S) 23 <"S", so the total is 33S for ATC transbonder 10 If the altitude of this aircraft rises to 18,000 feet, the interrogation signal transmission time is 8 S and the altitude is 18,000 feet. Since the propagation time of the interrogation signal based on the set is 37 MS (10,973 m (interrogation signal propagation distance) + 300 m ^ 31 MS), the total of the functions of the ATC transponder 10 is 45 S. Stop. In this case, without performing control according to the mode, even in the case of the mode A, the interrogation signal time of the mode C, 21 <"S, may be used as a fixed value.

Fourth, as shown in Fig. 3 (from the altitude of the own aircraft, the time required for the interrogation signal reflected on the earth's surface to reach the own aircraft is calculated, and after the aircraft collision prevention device 9 issues the interrogation signal. The ATC transbonder 10 function is set to the 0N state, and after a lapse of time obtained based on the calculation, the ATC transbonder function for cutting only the interrogation signal issued by the own aircraft is stopped. — There is a way to provide

This control method further advances the first, second and third control methods.

That is, referring to FIG. 3 (a), the first, second or third control method stops the function of the ATC transbonder 10 of the own aircraft during the time t during which the interrogation signal is transmitted. Therefore, since it is necessary to prevent the interrogation of the interrogation signal, the actual downtime of the ATC transponder 10 is t '-t, but this time t'-t For C, and assuming a maximum altitude of 36,000 feet, it is 72 S, and if the aircraft altitude is less than 36,000 feet, it should be substantially less. Nevertheless, in the first or second control method, regardless of the flight altitude, —The ATC Transformer 10 function has been stopped for a certain period of time. Similarly, when the interrogation signal is in mode A, 93 S in the first control method or 80 S in the second control method is required, but the aircraft altitude is not more than 36,000 feet. In this case, substantially less time should be sufficient. Further, in the third method, the t'-t time is changed based on the flight altitude, but all the functions of the ATC transbonder 10 are stopped over the entire propagation time of the interrogation signal.

Therefore, if the function of the ATC transbonder 10 is stopped for an unnecessary time, there is no danger that the own aircraft will not be able to respond to questions from other aircraft in the meantime.

Take 1.

That is, FIG. 3 (b) shows the timing of the function stop of the ATC transbonder 10 using the third control method according to the present invention, and the function stop time of the ATC transbonder 10 ^ In order to limit, the timing of stopping the ATC Transformer 10 is variable depending on the flight altitude.

The relationship between the flight altitude H and the ATC transbonder function stop timing is as shown in the above calculation method.

T = 2 H / 300 [S]

It is represented by the following equation.

As described above, the interrogation signal emitted by the collision prevention device of the own aircraft is reflected on the earth surface, This is the time it takes to reach C Transbonder.

From the above equation, a graph as shown in FIG. 4 is obtained, and this relational equation is programmed in the calculator 8 in advance. Based on Fig. 4, for example, assuming the case of Mode C, and assuming a flight altitude of 5,000 m, the interrogation signal emitted by the anti-collision device 9 of the own aircraft is reflected on the earth surface, The calculation shows that the time to reach the ATC transbonder 10 on board the aircraft is 33 S. Therefore, in Fig. 3 (b), t = 21 S (mode C interrogation signal transmission time) T = 33 ^ S (interrogation signal emitted by the anti-collision device of the own aircraft is reflected on the earth surface and The time required to reach the onboard ATC transponder 10), the function of the ATC transponder 10 is set to 0 N during the time T, during which time it is possible to respond to questions from other aircraft. It is something that can be done. In other words, the function stop of the ATC trans-bonder 10 is substantially 2 t = 42 <"S. Therefore, the response time of the ATC trans-bonder 10 is reduced by the first control method or the second control method (mode C function stop). This can be greatly extended compared to the time 93 S).

Next, assuming the case of Mode A, and assuming a flight altitude of 5,000 m in the same manner as above, the interrogation signal emitted by the collision prevention device 9 of the own aircraft is reflected on the earth surface and installed on the own aircraft. The time to reach the ATC transponder 10 is 33 minutes. Therefore, in FIG. 3 (b), t = 8 S (interrogation signal transmission time in mode A), T

S (self The time required for the interrogation signal emitted by the aircraft anti-collision device to be reflected on the earth's surface and reach the ATC transbonder 10 mounted on the aircraft itself). During this time, you can respond to questions from other aircraft.

That is, the function stop of the ATC trans-bonder 10 is substantially 2 t = 16 S, and the response time of the ATC trans-bonder 10 is controlled by the first or second control method (function stop in the case of mode A). The time can be greatly extended in the first control method, compared with 93 S in the second control method.

Fifth, based on the direction of the received interrogation signal and the flight altitude of the own aircraft, it is determined whether or not the interrogation signal emitted by the anti-collision device of the own aircraft is reflected on the earth's surface, and as a result, the set conditions If satisfies, there is a method to judge that the interrogation signal emitted by the own aircraft is reflected on the earth's surface and to block the interrogation signal.

FIG. 2 is a block diagram for realizing the fourth control method.

An ATC transponder provided with an antenna 18a having an upper directivity and an antenna 18b having a lower directivity for receiving an ATC transbonder response signal mounted on another aircraft in response to an interrogation signal. The antenna 16 and the antenna switching switch 19 for switching between the antenna 18a and the antenna 18b (the antenna switching process is performed based on the control signal of the timer 14); An AZD converter 17 that converts the antenna switching information from the antenna switching switch 19 into a digital signal, an altimeter 11 that measures the flight altitude of the aircraft, and an encoder 12 that encodes the altitude information from the altimeter 11 And an anti-collision device 13 that transmits an interrogation signal in a predetermined mode to the entire circumference of the aircraft, an altimeter 11, an anti-collision device 13, an antenna switching switch, and an ATC trans-bonder 16. A calculator 14 for performing exercise control, and a display 15 for discriminating threat devices based on data processing performed by the calculator 14 and displaying a warning.

In the above configuration, the operation is described as follows. When the interrogation signal emitted by the collision prevention device returns to the earth surface by reflection, it reaches its own aircraft from below. In order to judge it, you only need to pay attention to the question signal from below.

From the above, the calculator 14 controls the display operation of the display 15 by inputting the following information.

First, from the A / D converter 17 to the antenna of the own aircraft, information on which of the antenna 18a and the antenna 18b is in the switch 0N state, that is, 18a is the upward directivity Since the antenna 18b is a downward directional antenna, information when the antenna 18b is in the 0N state is input to the calculator 14.

Next, similarly to the third and fourth control methods, altitude information based on the altimeter 11 is input from the encoder 12 to the calculator 14. This reflects off the Earth's surface, similar to the third control method. It is necessary to calculate how long the interrogated signal arrives. For example, when the altitude is 4,000 m, the time T required for the reflected interrogation signal to reach the own aircraft is 27 S according to the above equation (the explanation will be continued with the example of this numerical value).

Further, from the collision prevention device 13, the mode information of the interrogation signal and the interrogation signal transmission start timing are input to the calculator 14.

Based on the information, the calculator 14 performs a performance based on the information, and determines that the received interrogation signal is the interrogation signal issued by the own aircraft when the following conditions are satisfied. The function of the ATC transbonder 16 is stopped based on the third and fourth control methods. .

(B) Reception from below by antenna 18b

(π) The time T calculated from the altitude of the computer and the signal input to the antenna 18b are approximately 27 S (t and t) starting from the time when the query signal transmission from the collision prevention device 13 is started. ) It must have been received nearby. (T ^ t) By adopting this method, a false alarm prevention system can be realized in which the probability of false alarm detection is further increased compared to the third and fourth control methods.

Industrial applications

As described above, the false alarm prevention system in the aircraft collision prevention device according to the present invention is based on the assumption that almost all aircraft, such as Japan and Europe, use the mode C or mode S trans- verse bonder. Of course, in regions where it is installed, as in the United States Even in areas where the proportion of Mode A equipped with an ATC transbonder is relatively high, the possibility of disturbing the pilot's mental concentration caused by the useless alerts from aircraft anti-collision systems is significant. This is useful for safe operation of aircraft, and is particularly suitable for aircraft equipped with Mode C and Mode A ATC transbonders.

Claims

Claims: An aircraft collision prevention device having a function of receiving an information signal emitted by another aircraft and determining whether there is a danger of air collision,

The ATC trans-bonder responds to the reflected wave from the earth surface of the interrogation signal issued by the own aircraft by controlling the timing for stopping the function of the ATC trans-bonder mounted on the own aircraft. A false alarm prevention system for an aircraft collision prevention device, which prevents false alarms from being generated based on an alarm.

The timing to stop the function of the ATC transbonder is based on the maximum flight altitude of the aircraft, and the propagation of the interrogation signal is reflected back to the earth surface after the interrogation signal is started from the interrogation signal start timing. 2. The false alarm prevention system in the aircraft collision prevention device according to claim 1, wherein the total time is a sum of a time and a question signal transmission time of the mode C.

The timing at which the ATC transbonder is deactivated is based on the maximum altitude of the aircraft, calculated from the start of the interrogation signal, and the propagation time of the interrogation signal reflected back to the earth's surface. And an interrogation signal of mode C or an interrogation signal of mode A, and the sum of the transmission time of the interrogation signal of each mode according to each interrogation signal. False alarm prevention system for aircraft collision prevention as described in item 1 of the scope.

4. The timing to stop the function of the ATC transbonder is calculated based on the flight altitude of the own aircraft, the interrogation signal is reflected on the surface of the earth, and the propagation time to return to the own aircraft is calculated. 3. The false alarm prevention system in the aircraft collision prevention device according to claim 1, wherein the total time is a total time with the interrogation signal transmission time of C.

5.The timing to stop the function of the ATC transbonder is calculated based on the flight altitude of the own aircraft, the interrogation signal is reflected on the earth surface, and the propagation time to return to the own aircraft is calculated. The interrogation signal of the mode A or the interrogation signal of the mode A, and the interrogation time of the interrogation signal of each mode according to each interrogation signal.

False alarm prevention system in the aircraft collision prevention device of paragraph 1. 6. The timing for stopping the function of the ATC trans-bonder is calculated based on the flight altitude of the own aircraft and the propagation time of the interrogation signal reflected on the surface of the earth and returned to the own aircraft. 2. The false alarm prevention system in the aircraft collision prevention device according to claim 1, wherein the system is a feedback point of the interrogation signal observed based on the information.

7. The interrogation signal from the lower direction to the own aircraft, and the propagation time of the interrogation signal reflected on the surface of the earth and returned to the own aircraft based on the flight altitude of the own aircraft. For the interrogation signal received by the time of the value and the approximation, A

-A false alarm prevention system in an aircraft collision prevention device, which stops the function of the TC transbonder.