WO1987004255A1 - Systeme pour empecher le declenchement d'une alarme par erreur dans un appareil destine a prevenir la collision d'avions - Google Patents

Systeme pour empecher le declenchement d'une alarme par erreur dans un appareil destine a prevenir la collision d'avions Download PDF

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Publication number
WO1987004255A1
WO1987004255A1 PCT/JP1986/000006 JP8600006W WO8704255A1 WO 1987004255 A1 WO1987004255 A1 WO 1987004255A1 JP 8600006 W JP8600006 W JP 8600006W WO 8704255 A1 WO8704255 A1 WO 8704255A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
interrogation signal
atc
time
mode
Prior art date
Application number
PCT/JP1986/000006
Other languages
English (en)
Japanese (ja)
Inventor
Chuhei Funatsu
Kazuyuki Kita
Toshikiyo Hirata
Original Assignee
Toyo Communication Equipment Co., Ltd.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyo Communication Equipment Co., Ltd. filed Critical Toyo Communication Equipment Co., Ltd.
Priority to PCT/JP1986/000006 priority Critical patent/WO1987004255A1/fr
Publication of WO1987004255A1 publication Critical patent/WO1987004255A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/933—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft

Definitions

  • 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.
  • 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.
  • 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.
  • the reception detector 3 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 1 is a block diagram showing an embodiment for realizing an error prevention system according to the present invention
  • 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
  • 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.
  • 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.
  • 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.
  • a calculator 8 for controlling the operation of the ATC transbonder 10 is provided.
  • the flight altitude indicated by the altimeter 6 is encoded by the encoder 7 and input to the calculator 8.
  • 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.
  • the operation of the ATC transbonder 10 is controlled based on the information from the computer 10.
  • the interrogation signal transmission time t is 21 ⁇ S (however, 21S is the case in mode C)
  • 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.
  • 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
  • the interrogation signal transmission time and reception time are 21 S.
  • the time to stop the function of the ATC transbonder 10 is at least 93 S as described above.
  • the interrogation signal transmission time is 8, so that 80 ⁇ S 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.
  • this value should be determined in consideration of the maximum altitude that the aircraft can take, as described above.
  • 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.
  • 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.
  • 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)
  • 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.
  • the total of the functions of the ATC transponder 10 is 45 S. Stop.
  • the interrogation signal time of the mode C, 21 ⁇ "S may be used as a fixed value.
  • 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.
  • 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.
  • 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.
  • 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 ⁇
  • the timing of stopping the ATC Transformer 10 is variable depending on the flight altitude.
  • 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.
  • the time can be greatly extended in the first control method, compared with 93 S in the second control method.
  • 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
  • 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.
  • the operation is described as follows.
  • 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.
  • the calculator 14 controls the display operation of the display 15 by inputting the following information.
  • 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).
  • the mode information of the interrogation signal and the interrogation signal transmission start timing are input to the calculator 14.
  • 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. .
  • the false alarm prevention system in the aircraft collision prevention device is based on the assumption that almost all aircraft, such as Japan and Europe, use the mode C or mode S trans- verse bonder.
  • the mode C or mode S trans- verse bonder is relatively high.
  • This is useful for safe operation of aircraft, and is particularly suitable for aircraft equipped with Mode C and Mode A ATC transbonders.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Electromagnetism (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

Système permettant d'empêcher le déclenchement d'alarmes par erreur à l'aide de la régulation du temps d'arrêt de la fonction d'un émetteur-répondeur ATC d'un appareil monté sur un avion en vue de prévenir la collision de ce dernier avec un autre. L'opération s'effectue sur la base de l'altitude de vol de l'avion et le mode des signaux d'interrogation, et la régulation de la durée d'arrêt de la fonction d'émetteur-répondeur ATC monté sur l'avion s'effectue sur la base du résultat de cette opération. Par conséquent, un signal d'interrogation émis depuis l'avion et réfléchi par la surface de la terre n'est pas reçu par l'émetteur-répondeur ATC monté sur l'avion, ce qui empêche le déclenchement d'une alarme par erreur.
PCT/JP1986/000006 1986-01-10 1986-01-10 Systeme pour empecher le declenchement d'une alarme par erreur dans un appareil destine a prevenir la collision d'avions WO1987004255A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP1986/000006 WO1987004255A1 (fr) 1986-01-10 1986-01-10 Systeme pour empecher le declenchement d'une alarme par erreur dans un appareil destine a prevenir la collision d'avions

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP1986/000006 WO1987004255A1 (fr) 1986-01-10 1986-01-10 Systeme pour empecher le declenchement d'une alarme par erreur dans un appareil destine a prevenir la collision d'avions

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WO1987004255A1 true WO1987004255A1 (fr) 1987-07-16

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4978945A (en) * 1985-10-17 1990-12-18 Toyo Communication Equipment Co. Alarm suppressing system in aircraft collision avoidance system
ES2343290A1 (es) * 2007-09-24 2010-07-27 Petra Inventum Mejoras en el objeto de la patente principal n. 200702501 por "panel de cerramiento arquitectonico colector de energia solar, y cubierta colectora de energia solar transitable".

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4891992A (fr) * 1972-03-08 1973-11-29

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4891992A (fr) * 1972-03-08 1973-11-29

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4978945A (en) * 1985-10-17 1990-12-18 Toyo Communication Equipment Co. Alarm suppressing system in aircraft collision avoidance system
ES2343290A1 (es) * 2007-09-24 2010-07-27 Petra Inventum Mejoras en el objeto de la patente principal n. 200702501 por "panel de cerramiento arquitectonico colector de energia solar, y cubierta colectora de energia solar transitable".
ES2343290B1 (es) * 2007-09-24 2011-07-22 Petra Inventum Mejoras introducidas en el objeto de la patente principal n. 200702501por "panel de cerramiento arquitectonico colector de energia solar, ycubierta colectora de energia solar transitable".

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