WO2002039138A1 - Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule - Google Patents

Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule Download PDF

Info

Publication number
WO2002039138A1
WO2002039138A1 PCT/US2000/030594 US0030594W WO0239138A1 WO 2002039138 A1 WO2002039138 A1 WO 2002039138A1 US 0030594 W US0030594 W US 0030594W WO 0239138 A1 WO0239138 A1 WO 0239138A1
Authority
WO
WIPO (PCT)
Prior art keywords
errors
terrain
vehicle
ground proximity
proximity warning
Prior art date
Application number
PCT/US2000/030594
Other languages
English (en)
Inventor
Ching-Fang Lin
Original Assignee
Lin Ching Fang
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 Lin Ching Fang filed Critical Lin Ching Fang
Priority to PCT/US2000/030594 priority Critical patent/WO2002039138A1/fr
Priority to AU2001214712A priority patent/AU2001214712A1/en
Publication of WO2002039138A1 publication Critical patent/WO2002039138A1/fr

Links

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
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/13—Receivers
    • G01S19/14—Receivers specially adapted for specific applications
    • G01S19/15—Aircraft landing systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
    • G01C5/005—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels altimeters for aircraft
    • 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
    • G01S13/882—Radar or analogous systems specially adapted for specific applications for altimeters

Definitions

  • the present invention relates to an integrated positioning/ground proximity warning method and system thereof for vehicle, in which the information from the sensors of the positioning system and the ground proximity warning system are integrated to obtain improved performance and keep avionics affordable. Furthermore, the present invention can be used for aircraft with no compatible source of aircraft position.
  • a commercial vehicle refers here to public service vehicles, such as those used by ambulance, fire, police, and transit departments, as well as to all classes of vehicles used in business and government service.
  • An intelligent vehicle highway system is another application field. Intelligent vehicle highway systems apply computer, positioning, communications, and control technologies to integrate vehicles and highways in a coherent information network that facilitates the travel of individual vehicles, while optimizing traffic flow and increasing traffic capacity throughout the entire road system.
  • Advanced traffic management systems extend real-time computer optimization of traffic signal timing to the urban road network level as opposed to individual intersections or streets. This requires information on traffic conditions throughout the network in a real-time database that may also serve as an information source for dynamic route guidance in advanced traveler information systems-equipped vehicles.
  • Advanced traveler information systems keep drivers being informed of their location and provide route guidance to these selected destinations along with information on services such as lodging, food, fuel, repair, medical facilities, etc.
  • the advanced traveler information systems permit communication between in-vehicle equipment and advanced traveler information systems for data on traffic conditions, diversion routes, alternative modes of transportation, etc.
  • advanced traveler information system concepts originally centered on vehicular navigation and route guidance for drivers, new concepts of advanced traveler information systems include portable versions for use by pedestrians and multimodal travelers also.
  • Commercial vehicle operations include vehicle tracking and fleet management systems for commercial and emergency vehicles to improve operational efficiency and increase safety. They also include technologies such as automatic vehicle classification, weigh-in-motion,, and communications among automated regulatory checkpoints so that intercity trucks may travel among different jurisdictions with minimal stopping.
  • Advanced Vehicle Control Systems apply additional technologies to vehicles to detect obstacles and adjacent vehicles, thus enhancing vehicle control by augmenting driver performance.
  • Advanced vehicle control systems assist in the prevention of collisions for safer high-speed driving to increase roadway capacity, and they will eventually interact with fully developed advanced traffic management systems to enable automatic vehicle operation.
  • Advanced Public Transportation Systems have a strong focus on customer interface. Examples include onboard displays (e.g., for next stop, transfer information, etc.), real-time displays at bus stops, and smart card fare systems as well as ride share and high-occupancy vehicle information systems.
  • Advanced rural Transportation Systems focus on issues and problems involving the development and application of intelligent vehicle highway systems to rural transportation.
  • the major thrusts of Advanced rural Transportation Systems include emergency communications and safety applications of intelligent vehicle highway system technologies.
  • Intelligent vehicle highway systems are still in the early stages of development, and, although numerous operational field trails are underway, relatively few actual applications of intelligent vehicle highway system technologies have been implemented.
  • a positioning system is used to provide position, velocity, attitude, attitude rate information, and etc., for an aircraft flight control and management system.
  • a ground proximity warning system is used to provide warning messages to prevent aircraft from inadvertently contacting with the ground or water.
  • positioning equipment in a civil aircraft generally employs an inertial navigation system and some radio navigation systems, such as a long range navigation system, a very-high-frequency omnidirectional range system, distance measurement equipment, tactical air navigation, and the newest global positioning system.
  • radio navigation systems such as a long range navigation system, a very-high-frequency omnidirectional range system, distance measurement equipment, tactical air navigation, and the newest global positioning system.
  • integrated global positioning systems/inertial navigation systems have been the predominant navigation system in civil and military aircraft, replacing traditional navigation systems.
  • an inertial navigation system comprises an onboard inertial measurement unit, a processor, and embedded software.
  • the positioning solution is obtained by numerically solving Newton's equations of motion using measurements of vehicle specific forces and rotation rates obtained from onboard inertial sensors.
  • the onboard inertial sensors consist of accelerometers and gyros, which, together with the associated hardware and electronics, comprise the inertial measurement unit.
  • the inertial navigation system may be mechanized in either a gimbaled or strapdown configuration.
  • the accelerometers and gyros are mounted on a gimbaled platform to isolate the sensors from the rotations of the vehicle, and to keep the measurements and navigation calculations in a stabilized navigation coordinated frame.
  • Some possible navigation frames include earth centered inertial, earth centered earth fixed, locally level, with axes in the directions of north, east, down (of course, there is east, north, zenith or north, west, zenith, and locally level with a wander azimuth).
  • the inertial sensors are rigidly mounted to the vehicle body frame, and a coordinate frame transformation matrix (analyzing platform) is used to transform the body-expressed acceleration to a navigation frame to perform the navigation computations in the stabilized navigation frame.
  • Gimbaled inertial navigation systems can be more accurate and easier to calibrate than strapdown inertial navigation systems.
  • Strapdown inertial navigation systems can be subjected to higher dynamic conditions (such as high turn rate maneuvers) which can stress inertial sensor performance.
  • strapdown inertial navigation systems are becoming the predominant mechanization, due to their low cost and reliability.
  • inertial navigation systems permit pure autonomous operation and output continuous position, velocity, and attitude vehicle data after initializing the starting position and initiating an alignment procedure.
  • other advantages of an inertial navigation system include the full navigation solution and wide bandwidth.
  • an inertial navigation system is expensive and subjected to drift over an extended period of time. This error propagation characteristic is primarily caused by its inertial sensor error sources, such as gyro drift, accelerometer bias, and scale factor errors.
  • the accuracy of inertial navigation systems can be improved by employing highly accurate inertial sensors or by compensating with data from an external sensor.
  • inertial sensors The cost of developing and manufacturing inertial sensors increases as the level of accuracy improves.
  • the advances in new inertial sensor technologies and electronic technologies have led to the availability of low cost inertial sensors, such as mechnical- electronis-micro-system inertial sensors.
  • Mechnical-electronic-micro-system inertial sensors borrow processes from the semiconductor industry to fabricate tiny sensors and actuators on silicon chips.
  • the precision of these new inertial sensors may be less than what conventional sensors achieve, but they have enormous cost, size, weight, thermal stability and wide dynamic range advantages over conventional inertial sensors.
  • the most obvious choice for implementing low cost, highly accurate, continuous positioning of a vehicle is to employ a low cost strapdown inertial system with the compensating of an external sensor.
  • the global positioning system receiver is an ideal external sensor for an inertial navigation system.
  • the global positioning system is a space-based, worldwide, all-weather passive radio positioning and timing system which was developed and implemented over the course of the past two decades.
  • the system was originally designed to provide precise position, velocity, and timing information on a global common grid system to an unlimited number of adequately equipped air, land, sea, and even space authorized users and civil users.
  • the global positioning system has three major operational segments:
  • Space Segment The Space segment consists of a constellation of satellites (21 navigation satellites plus 3 active spares) in semi-synchronous orbit around the earth.
  • Control Segment The control segment consists of one master ground control station and several other monitor stations with tracking antennas at accurately known positions throughout the earth.
  • the User Segment is composed of the various kinds of end user with global positioning system receiving equipment.
  • the global positioning system user equipment comprises an antenna, a receiver, and associated electronics and displays, and receives signals from the global position system satellites to obtain a position, velocity, and time solution.
  • the global positioning system can provide Precise Positioning Service to authorized users, which is nominally within 15 meters Spherical Error Probable accuracy, and can provide Standard Position Service to civil users, which is limited to within roughly 100 meters (95% probability) by a number of error sources including ionospheric and troposheric effects and intentional degradation of the global positioning system signal, known as selective availability.
  • the global positioning system principle of operation is based on range triangulation.
  • the user can receive the satellite's transmitted signal and determine the signal propagation time. Since the signal travels at the speed of light, the user can calculate the measured range to the satellite.
  • the actual range measurement (called the " pseudo range") contains errors because of a bias in the user's clock relative to the global positioning system reference time. Because atomic clocks are utilized in the satellites, their errors are much smaller in magnitude than the users' clocks. Thus, for three-dimensional position determination, and also to calculate the clock bias, a minimum of four satellites is needed to obtain a solution to the navigation problem.
  • the velocity can be obtained by various methods, which basically amount to time differencing the pseudo ranges over the measurement time interval.
  • a global positioning system contains a number of error sources, such as the signal propagation errors and satellite errors, including selective availability.
  • the user range error is the resultant ranging error along the line-of- sight between the user and the global positioning system satellite.
  • Global positioning system errors tend to be relatively constant (on average) over time, thus giving global positioning systems long-term error stability.
  • the signals of the global positioning system may be intentionally or unintentionally jammed or spoofed, or the global positioning system receiver antenna may be obscured during vehicle attitude maneuvering, and the global positioning system signals are lost when the signal-to-noise ratio is low, and the vehicle is undergoing highly dynamic maneuvers.
  • a stand-alone inertial navigation system and a standalone global positioning system receiver show that a stand-alone inertial navigation system or a stand-alone global positioning system receiver can not meet mission requirements under certain constraints, such as low cost, long-term high accuracy, continuous output, high degree of resistance to jamming, and high dynamics.
  • the short term accuracy of the inertial navigation system and the long term stability and accuracy of the global positioning system directly compliment each other.
  • the global positioning system is fairly accurate but available at a slower data rate.
  • the inertial navigation system data has low noise and is available at high data rates, but it is subjected to biases and drift that cause the errors to grow with time.
  • the performance characteristics of the mutually compensating stand-alone global positioning system receiver and the standalone inertial system suggest that, in many applications, an integrated global positioning system/inertial navigation system, combining the best properties of both fields, will provide optimal continuous navigation capability. This navigation capability is unattainable in either one of the two systems alone.
  • the integration smoothes out the random component in global positioning system observation errors, and can compensate the navigation parameter errors and inertial sensor errors of the inertial navigation system while the global positioning system signal is available, so that the inertial navigation system can provide more accurate position and attitude information during an extended period of time after the global positioning system signals are lost.
  • the integrated global positioning/inertial navigation system can mitigate the conflicting signal tracking loop bandwidth requirements, because the global positioning system signal acquisition and tracking processes are aided by inertial navigation data.
  • An inertial navigation system can, not only provide navigation information when the global positioning system signals are lost temporarily, but also reduce the search time required to reacquire the global positioning system signal.
  • the global positioning system enables and provides on-the-fly alignment of an inertial navigation system by the means of maneuvering, eliminating the static self-alignment pre-mission requirements, and improving the reaction of the inertial navigation system.
  • one aircraft accident classification scheme includes:
  • Controlled Flight Into Terrain-type airplane accidents have been a worldwide problem and an important accident classification.
  • a properly functioning airplane under the control of a fully qualified and certified crew often in clouds or darkness, is flown into terrain or water or obstacles with no apparent awareness on the part of the crew.
  • the Controlled Flight Into Terrain has received a number of studies and considerable attention since the early 1970's.
  • the ground proximity warning system computer keeps track of the radio altimeter readings and other flight information and provides audible, visual, and meaningful warnings to aircrew when the aircraft flight status meets any of the following
  • ground proximity warning systems have saved thousands of lives, it still fails to prevent all Controlled Flight Into Terrain accidents.
  • Traditional ground proximity warning systems can not really tell what is ahead of the airplane. It can only look down, as the radio altimeter measures the distance from the airplane to the ground.
  • the ground proximity warning system is designed to predict if a potential terrain problem lies ahead by tracking information from the recent past and projecting any trend into the future. This can warn a pilot when the airplane is flying towards terrain that slops upward, but it can not warn in time to avoid, for example, a sheer cliff or extremely steep slope.
  • ground proximity warning systems have to be " desensitized " under certain conditions to prevent nuisance warnings. For instance, when wing flaps and landing gear are extended, the system is desensitized to prevent an unnecessary warning while the pilot intentionally flies the airplane toward the ground for landing.
  • the available improved ground proximity warning system which is called the
  • the Enhanced Ground Proximity Warning System is the result of an effort to further reduce the Controlled Flight Into Terrain risk.
  • the enhanced ground proximity warning system uses a worldwide digital terrain database. Also, the enhanced ground proximity warning system adds two enhancements to the traditional ground proximity warning system:
  • the enhanced ground proximity warning system computer uses information provided by the onboard navigation system and terrain database.
  • the enhanced ground proximity warning system computer uses aircraft position, performance, and configuration data to calculate an envelope along the projected flight path of the aircraft and compares that to the terrain database.
  • the positioning system and the ground proximity warning system are two separated independent systems, wherein another external positioning system is required to support the ground proximity warning system.
  • conventional integrated global positioning/inertial navigation systems integrates the information from an inertial measurement unit and a global positioning system receiver to obtain improved navigation solution.
  • Conventional ground proximity warning systems use the position information provided by the conventional integrated global positioning/inertial navigation systems or stand-alone global positioning systems or standalone inertial navigation system and the information from a radio altimeter and a baro altimeter and a terrain database to solve ground proximity warning problem.
  • the process for both conventional integrated global positioning/inertial navigation systems and conventional ground proximity warning systems is implemented in software in microprocessors. As advances in speed and memory of microprocessors, it is possible to implement an integrated positioning and ground proximity warning system.
  • an integrated process for position solution and ground proximity warning solution can provide better performance than an independent positioning system and an independent ground proximity warning system, because the information from the radio altimeter, the baro altimeter, and the terrain database which are employed by conventional ground proximity warning systems has potential capability for improving the accuracy and reliability of conventional positioning systems, and improved position information in turn improve the performance of conventional ground proximity warning systems.
  • the positioning accuracy of the present invention is higher than the conventional integrated global positioning system /inertial navigation system alone.
  • the system of the present invention has ability to detect the malfunction of the global positioning system satellite.
  • the system of the present invention reduces false ground proximity warning probability, due to a more accurate positioning solution provided by the system of the present invention.
  • Another objective of the present invention is to provide an integrated positioning/ground proximity warning method and system thereof, in which the altitude measurement from the radio altimeter and inertial navigation system and the information from the terrain database are processed to update the altitude solution of the inertial navigation system to improve the vertical navigation accuracy to meet the requirement for precise terminal approach and landing, and collision avoidance in heavy traffic airspace.
  • Another objective of the present invention is to provide an integrated positioning and ground proximity warning method and system thereof, in which the measurements from a global positioning system and an inertial navigation system are processed to update the solution of the inertial navigation system.
  • Another objective of the present invention is to provide an integrated positioning and ground proximity warning method and system thereof, in which the measurement from an inertial navigation system and a radio altimeter and the information from a terrain database are processed to perform global positioning system integrity monitoring.
  • Another objective of the present invention is to provide an integrated positioning and ground proximity warning method and system thereof, in which the improved navigation solution is fed back to the global positioning system receiver to aid the tracking processing of the global positioning system signal to improve the resistance capability to jamming and high dynamic.
  • Another objective of the present invention is to provide an integrated positioning and ground proximity warning method and system thereof, in which the improved navigation solution is fed back to the global positioning system receiver to aid the acquisition and re- acquisition processing of the global positioning system signal to reduce acquisition for global positioning system first fix and re-acquisition time after the global positioning system signals are lost.
  • Another objective of the present invention is to provide an integrated positioning and ground proximity warning method and system thereof, in which a synthetic vision system can be used to display the ground proximity warning solution and provide an extended vision field for surrounding terrain situation awareness.
  • Another objective of the present invention is to provide an integrated positioning and ground proximity warning method and system thereof, in which a voice device is equipped to provide the audible warning message to flight crew.
  • Figure 1 is a block diagram illustrating an integrated positioning and ground proximity warning method and system.
  • Figure 2 is a block diagram illustrating an integrated positioning/ground proximity warning processor 60.
  • Figure 3 is a block diagram illustrating the 6(a) realization of the navigation solution module 62.
  • Figure 4 is a block diagram illustrating the 6(b) realization of the navigation solution module 62.
  • Figure 5 is a block diagram illustrating the 6(c) realization of the navigation solution module 62.
  • Figure 6 is a block diagram illustrating the 6(d) realization of the navigation solution module 62.
  • Figure 7 is a block diagram illustrating the ground proximity warning solution module 63.
  • Figure 8 is a block diagram illustrating the global positioning system receiver 10.
  • Figure 9 is a block diagram illustrating the inertial navigation system 20.
  • the present invention provides a positioning and ground proximity warning method and system thereof, which are integrated method and system for positioning and ground proximity warning for a vehicle in air, such as an aircraft, which uses information from a global positioning system, an inertial navigation system, a baro altimeter, a radio altimeter, a terrain database, and a flight control and management system.
  • the integrated positioning and ground proximity warning system comprises a global positioning system receiver 10, an inertial navigation system 20, a baro altimeter 30, a radio altimeter 40, a terrain database 50, and a positioning/ground proximity warning system processor 60.
  • the global positioning system receiver 10 receives global positioning system signals and deriving position, velocity and time information or pseudorange and delta range measurements of the global positioning system.
  • the inertial navigation system 20 solves navigation equations with angular rate and specific force information from an inertial measurement unit and obtaining an inertial navigation solution.
  • the baro altimeter 30 provides baro altitude measurements.
  • the radio altimeter 40 provides radio altitude measurement from the terrain surface.
  • the terrain database 50 provides global terrain data and obtains the terrain height of the current vehicle position and surrounding terrain height data.
  • the positioning/ground proximity warning system processor 60 receives data from the global positioning system receiver 10, the inertial navigation system 20, the baro altimeter 30, the radio altimeter 40, and the terrain database 50.
  • the positioning/ground proximity warning system processor 60 also receives vehicle performance and configuration data from an onboard flight control and management system 90 and providing optimal position, velocity, attitude navigation information, and an optimal ground proximity warning information.
  • the global positioning system receiver 10 is connected with the integrated positioning/ground proximity warning processor 60.
  • the inertial navigation system 20 is connected with the integrated positioning/ground proximity warning processor 60.
  • the baro altimeter 30 is connected with the integrated positioning/ground proximity warning processor 60.
  • the radio altimeter 40 is connected with the integrated positioning/ground proximity warning processor 60.
  • the terrain database 50 is connected with the integrated positioning/ground proximity warning processor 60.
  • a synthetic vision system 70 can be connected with the positioning/ground proximity warning system processor 60 to provide the flight crew with an enhanced vision field display for the ground proximity warning.
  • a voice device 80 can be connected with the positioning/ground proximity warning system processor 60 to provide the flight crew with audible ground proximity warning messages.
  • the global position system receiver 10 may be selected as a differential global position system receiver or as a multi-antenna global position system receiver or as a global position system receiver with wide area augmentation.
  • the terrain database 50 may be selected as:
  • a ground-based terrain database which is accessed through a data link by the integrated positioning and ground proximity warning system.
  • connection between the global position system 10, the inertial navigation system 20, the baro altimeter 30, the radio altimeter 40, the terrain database 50, the integrated positioning/ground proximity warning system processor 60, the synthetic vision system 70, the voice device 80, and the onboard flight control and management system 90 can be one of the following means:
  • Bus-based structure such as inter bus, MIL-1553, ARIC 429.
  • Communication port-based structure including synchronous communication interface and synchronous communication interface, such as RS-232, RS-422, RS-485, etc.
  • Network-based structure such as NE2000.
  • the global positioning system receiver 10 which is connected with the integrated positioning/ground proximity warning processor 60, comprises a navigation processor 18 adapted for providing the following two types of data to the integrated positioning/ground proximity warning system processor 60: 1) Vehicle position, velocity, and time information.
  • a signal processor 16 receives the optimal vehicle position, velocity, acceleration, and attitude solution data from the integrated positioning/ground proximity warning system processor 60 to aid the signal tracking, acquisition, and reacquisition processing of the global positioning system.
  • the global positioning system receiver 10 further comprises a global positioning system antenna 11, which is connected with a preamplifier circuit 12.
  • the global positioning system antenna 11 receives radio frequency (RF) signal of the global positioning system and outputs the received RF signals to the preamplifier circuit 12.
  • RF radio frequency
  • the preamplifier circuit 12 is connected between the global positioning system antenna 11 and a down converter 13, and amplifies the input RF signal of the global positioning system to improve the signal-noise ratio, and outputs the amplified RF signal of the global positioning system to the down converter 13.
  • the down converter 13 is connected between the preamplifier 12 and a band pass filter 14, and converts down the input RF signal of the global positioning system to the intermediate frequency (IF) signal, and outputs the IF signal to the band pass filter 14.
  • IF intermediate frequency
  • the band pass filter 14 is connected between the down converter 13 and an IF sampling and A/D converter 15 and filters out the noise of the input IF signal to improve the signal-noise ratio, and sends the filtered IF signal to the IF sampling and A/D convert 15.
  • the IF sampling and A/D converter 15 is connected between the band pass filter 14 and a signal processor 16, and sample the input IF signal, which is an analog signal.
  • the IF sampling and A/D converter 15 outputs the digital in-phase (I) and quadraphase (Q) to the signal processor 16.
  • the signal processor 16 is connected between the IF sampling and A/D converter 15 and a navigation processor 18.
  • the signal processor 16 receives a digital in-phase (I) and quadraphase (Q) from the IF sampling and A/D converter 15 and receives the optimal vehicle position, velocity, acceleration, and attitude solution data from the integrated positioning/ground proximity warning system processor 60, and performs the signal acquisition, tracking, and reacquisition processing which is aided by the data from the integrated positioning/ground proximity warning system processor 60, and outputs the pseudorange, delta range, and satellite ephemeris of the global positioning system to the navigation processor 18.
  • I digital in-phase
  • Q quadraphase
  • the navigation processor 18 is connected with the signal processor 16, and solves navigation solution using the input pseudorange, delta range, and satellite ephemeris of the global positioning system from the signal processor 16, and provides the following two types of data to the integrated positioning/ground proximity warning system processor 60:
  • the global positioning system receiver's raw measurements pseudorange, delta range measurements, and satellite ephemeris of the global positioning system.
  • An oscillator 17 is connected with the down converter 13, the IF sampling and A D converter 15, and the signal processor 16 to provide the local reference signals.
  • the inertial navigation system 20 which is connected with the integrated positioning/ground proximity warning system processor 60, and receives an optimal estimates of inertial navigation solution errors and inertial sensor errors from the integrated positioning/ground proximity warning system processor 60, and outputs the inertial navigation solution, such as position, velocity and attitude to the integrated positioning/ground proximity warning system processor 60.
  • the inertial navigation system 20 further comprises an inertial measurement unit 21 and an inertial navigation processor 22.
  • the inertial measurement unit 21 is connected with the inertial navigation processor 22 to provide measured body angular rates and specific force.
  • the inertial navigation processor 22 comprises the following processing modules:
  • An error compensation 23 receives the body angular rates and specific forces from the inertial measurement unit 21, which are sensed by the gyros and accelerometers of the inertial measurement unit 21, and optimal estimates of inertial sensor errors from the integrated positioning/ground proximity warning system processor 60, and calibrates the error of the body angular rates and specific forces.
  • the error compensation 23 outputs the compensated body angular rates to a transformation matrix computation 24, and outputs the compensated body specific forces to a coordinate transformation computation 25.
  • the transformation matrix computation 24 receives compensated body angular rates from the error compensation 23, and the rotation rate vector of the local navigation frame (n frame) relative to the inertial frame (i frame) from an earth and vehicle rate computation 26, and the optimal estimates of attitude errors from the integrated positioning/ground proximity warning system processor 60, and updates a transformation matrix from the body frame (b frame) to the n frame, and the removes attitude errors.
  • the way to update the attitude matrix is by the Euler method, or the direction cosine method, or the quaternion method.
  • the transformation matrix computation 24 outputs the transformation matrix to the coordinate transformation computation 25 and an attitude position velocity computation 27.
  • the coordinate transformation computation 25 receives a compensated specific force from the error compensation 23 and the transformation matrix from the transformation matrix computation 24, and transforms the specific force expressed in the body frame to the specific force expressed in the navigation frame, and outputs the specific force expressed in the navigation frame to the attitude position velocity computation 27.
  • the attitude position velocity computation 27 receives the specific force expressed in the navigation frame from the coordinate transformation computation 25, and the updated transformation matrix from the transformation matrix computation 24, and the optimal estimates of position errors and velocity errors from the integrated positioning/ground proximity warning system processor 60, and computes the position, velocity, and attitude, and removes the errors of the position and velocity, and outputs the inertial navigation solution to the Earth and vehicle rate computation 26 and the integrated positioning/ground proximity warning system processor 60.
  • the Earth and vehicle rate computation 26 receives the inertial navigation solution from the attitude position velocity computation 27, and computes a rotation rate vector of the local navigation frame (n frame) with respect to the inertial frame (i frame), and outputs the rotation rate vector of the local navigation frame (n frame) with respect to the inertial frame (i frame) to the transformation matrix computation 24.
  • the baro altimeter 30 which is connected with the integrated positioning/ground proximity warning system processor 60, senses air pressure, and computes the baro altitude measurements, and outputs the baro altitude measurements to the integrated positioning/ground proximity warning system processor 60.
  • the radio altimeter 40 which is connected with the integrated positioning/ground proximity warning system processor 60, transmits radio signal, and receives the echoes of the radio from the terrain surface, and measures the time delay between transmission and reception of the radio signal, and transforms the time delay to the radio altitude measurement, and outputs the radio altitude measurement to the integrated positioning/ground proximity warning system processor 60.
  • the terrain database 50 which is connected with the integrated positioning/ground proximity warning system processor 60, receives the query parameters of the database from the integrated positioning/ground proximity warning system processor 60, and outputs the terrain height data of the current vehicle position and surrounding area to the integrated positioning/ground proximity warning system processor 60.
  • the integrated positioning/ground proximity warning system processor 60 comprises the following modules:
  • An input/output module 61 manages the input and output of data from other devices and the onboard flight control and management system 90.
  • a navigation solution module 62 is connected with the input/output module 61 and a ground proximity warning solution module 63.
  • the navigation solution module 62 fuses the information from all sensors of the system of the present invention to obtain an optimal navigation solution, and outputs the obtained optimal navigation solution to the onboard flight control and management system 90 and the ground proximity warning solution module 63, and outputs optimal position and velocity to the global positioning system receiver 10, and outputs optimal estimates of inertial navigation solution error and inertial sensor errors to the inertial navigation system 20.
  • the navigation solution module 62 may be realized in the following ways:
  • a correlation/matching 6201 accepts individual radio altimeter measurements from the radio altimeter 40, barometric altimeter measurements from the baro altimeter 30, and terrain data from the terrain database 50 through the input/output module 61.
  • the individual radio altimeter measurements and barometric altimeter measurements are collected to construct a measured profile of terrain in an assigned time window.
  • the terrain data is collected to construct a set of prestored reference terrain profiles which correspond to the area over which the vehicle is flying during the assigned window time.
  • the measured terrain profile is then compared with the set of prestored reference terrain profiles in the correlation/matching 6201. Once a match is found, the correlation/matching 6201 outputs the geographic coordinates of the best matching reference profile to a filter/estimator 6202.
  • the correlation/matching 6201 differences the result of adding radio altimeter measurements with terrain height of the current vehicle position with the inertial altitude solution (or hybrid baro/inertial altitude measurement) to form altitude measurement residues to the filter/ estimator 6202.
  • the filter/estimator 6202 filters the measurements for the global positioning system receiver 10, the inertial navigation solution from the inertial navigation system 20, and the geographic coordinates of the best matching reference profile and altitude measurement residues from the correlation/matching 6201 to obtain optimal estimates of the inertial navigation solution errors, errors of the global position system receiver, and errors of inertial sensors in a centralized filtering fashion.
  • the optimal positioning solution can be obtained using the following two methods:
  • the filter/estimator 6202 compensates the inertial navigation solution from the inertial navigation system 20 with the optimal estimates of the navigation solution errors.
  • the inertial navigation system 20 accepts the fed back optimal estimates of the inertial navigation solution errors and the inertial sensor errors to calibrate the errors.
  • the correlation/matching 6211 accepts individual radio altimeter measurements from the radio altimeter 40, barometric altimeter measurements from the baro altimeter 30, and terrain data from the terrain database 50 through the input/output module 61.
  • the individual radio altimeter measurements and barometric altimeter measurements are collected to construct a measured profile of terrain in an assigned time window.
  • the terrain data is collected to construct a set of prestored reference terrain profiles which correspond to the area over which the vehicle is flying during the assigned window time.
  • the measured terrain profile is then compared with the set of prestored reference terrain profiles in the correlation/matching 6211. Once a match is found, the correlation/matching 6211 outputs the geographic coordinates of the best matching reference profile to a TAINS local filter 6212.
  • the correlation/matching 6211 differences the result of adding radio altimeter measurements with terrain height of the current vehicle position with the inertial altitude solution (or hybrid baro/inertial altitude measurement) to form altitude measurement residues to the TAINS local filter 6212.
  • the TAINS local filter 6212 models the inertial navigation solution errors and inertial sensor errors, and filters the geographic coordinates of the best matching reference profile and altitude measurement residues to obtain the local optimal estimates of inertial navigation solution errors and inertial sensor errors.
  • An INSGPS local filter 6213 inputs the measurements from the global positioning system receiver 10 and the inertial navigation solution from the inertial navigation system 20 to obtain the local optimal estimates of inertial navigation solution errors, global position system receiver errors, and inertial sensor errors.
  • a master filter 6214 receives the local optimal estimates and covariance matrix of inertial navigation solution errors, errors of the global position system receiver, and errors of the inertial sensor from the INSGPS local filter 6213 and the local optimal estimates and covariance matrix of the inertial navigation solution errors and errors of the inertial sensor from the TAINS local filter 6212, and filters these data, and provides the global optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors.
  • the INSGPS local filter 6213 and the TAINS local filter 6212 accepts the fed back global optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors and the covariance matrix obtained by the master filter 6214 to reset the INSGPS local filter 6213 and the TAINS local filter 6212 and performs information-sharing among the master filter 6214, the INSGPS local filter 6213, and the TAINS local filter 6212.
  • the communication and estimation between the master filter 6214, the INSGPS local filter 6213, and the TAINS local filter 6212 may have different approaches.
  • the master filter 6214 can also perform the consistency test among the state estimates of the master filter 6214, the INSGPS local filter 6213 and the TAINS local filter 6212, to detect and isolate the malfunction of a satellite of the global positioning system and to reconfigure the structure and process of the navigation solution module 62.
  • the optimal positioning solution can be obtained using the following two methods:
  • the master filter 6214 compensates the inertial navigation solution from the inertial navigation system 20 with the optimal estimates of the navigation solution errors.
  • an individual terrain clearance computation 6221 accepts the inertial navigation solution from the inertial navigation system 20, the baro altitude measurement from the baro altimeter 30, the radio altitude measurement from the radio altimeter 40, and terrain data from the terrain database 50.
  • the individual baro altitude measurements (or hybrid baro/inertial altitude measurement) is subtracted by the height of terrain at the current position to form the referenced individual terrain-clearance measurement.
  • the radio altitude measurement is the individual measured terrain-clearance measurement.
  • the individual terrain clearance computation 6221 outputs the deference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement to a filter/estimator 6222.
  • the terrain-clearance measurement is a nonlinear function of vehicle position. Furthermore, the difference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement is a function of the inertial navigation solution errors.
  • the terrain clearance measurement equation is theoretically a nonlinear function of the antenna pattern of the radio altimeter 40, the cross-range/downrange position, altitude, and attitude of the vehicle. Generally, a reasonable approximation to the k th referenced terrain clearance measurement is
  • TC k is the k th referenced terrain clearance measurement
  • h ms is the height of the vehicle indicated by the inertial navigation system 20 or hybrid baro/inertail altitude measurement
  • h(X k ,Y k ) is the height of the terrain at the position (X,Y) indicated by the inertial navigation system 20
  • v k is the error of the terrain database 50.
  • the filter/estimator 6222 filters the measurements for the global positioning system receiver 10, the inertial navigation solution from the inertial navigation system 20, and the difference between the measured terrain-clearance measurement and referenced terrain- clearance measurement from the individual terrain clearance computation 6221 in a centralized filtering fashion to obtain optimal estimates of the inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors.
  • the filter/estimator 6222 is a nonlinear filter/estimator.
  • the optimal positioning solution can be obtained using the following two methods:
  • the filter/estimator 6222 compensates the inertial navigation solution from the inertial navigation system 20 with the optimal estimates of the navigation solution errors.
  • the inertial navigation system 20 accepts the fed back optimal estimates of the inertial navigation solution errors and the inertial sensor errors to calibrate the errors.
  • an individual terrain clearance computation 6231 accepts the inertial navigation solution from the inertial navigation system 20, the baro altitude measurement from the baro altimeter 30, the radio altitude measurement from the radio altimeter 40, and terrain data from the terrain database 50.
  • the individual baro altitude measurements (or hybrid baro/inertail altitude measurement) is subtracted by the height of terrain at the current position to form the referenced individual terrain-clearance measurement.
  • the radio altitude measurement is the individual measured terrain-clearance measurement.
  • the individual terrain clearance computation 6231 outputs the difference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement to a TAINS local filter 6232.
  • the TAINS local filter 6232 models the inertial navigation solution errors and inertial sensor errors, and filters the difference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement to obtain the local optimal estimates of inertial navigation solution errors and inertial sensor errors.
  • the TAINS local filter 6232 is a nonlinear filter/estimator or extended Kalman filter.
  • An INSGPS local filter 6233 accepts and filters the measurements of GPS from the global positioning system receiver 10 and the inertial navigation solution from the inertial navigation system 20 to obtain the local optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors.
  • the master filter 6234 receives the local optimal estimates and covariance matrix of the inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors from the INSGPS local filter 6233 and the local optimal estimates and covariance matrix of the inertial navigation solution errors and the inertial sensor errors from the TAINS local filter 6232 and processes these data, and provides the global optimal estimates of inertial navigation solution errors, global position system receiver errors, and inertial sensor errors.
  • the INSGPS local filter 6233 and the TAINS local filter 6232 accepts the fed back global optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors and the covariance matrix obtained by the master filter 6234 to reset the INSGPS local filter 6233 and the TAINS local filter 6232 and performs information-sharing among the master filter 6234, the INSGPS local filter 6233, and the TAINS local filter 6232.
  • the communication and estimation among the master filter 6234, the INSGPS local filter 6233, and the TAINS local filter 6232 may have different approaches.
  • the master filter 6234 can also perform the consistency test among the state estimates of the master filter 6234, the INSGPS local filter 6233, and the TAINS local filter 6232 to detect and isolate the malfunction of the satellite of the global positioning system and to reconfigure the structure and process of the navigation solution module.
  • the optimal positioning solution can be obtained by using the following two methods:
  • the master filter 6234 compensates the inertial navigation solution from the inertial navigation system 20 with the optimal estimates of the navigation solution errors.
  • the inertial navigation system 20 accepts the fed back optimal estimates of the inertial navigation solution errors and the inertial sensor errors to calibrate the errors.
  • the ground proximity warning solution module 63 further comprises a query parameter computation 631, a flight path prediction 632, a warning decision 633, a flight path plan aiding 634, a synthetic vision processing 635, and a voice processing 636.
  • the query parameter computation 631 receives the optimal navigation solution from the navigation solution module 62, computes the query parameters, and outputs the query parameters to the terrain database 50 to access the terrain data of the current vehicle position and surrounding terrain.
  • the flight path prediction 632 receives and collects the optimal navigation solution from the navigation solution module 62, and receives the vehicle performance and configuration data from the onboard flight control and management system 90, and predicts the projected flight path to a warning decision 633. In addition, The flight path prediction 632 passes the current vehicle position, velocity, and attitude to the warning decision 633.
  • the warning decision 633 receives the projected flight path from the flight path prediction 632, the vehicle performance and configuration data from the onboard flight control and management system 90, such as glide slope, landing gear, etc., and the surrounding terrain data from the terrain database 50. If the projected flight path is too close to the terrain, the warning decision 633 makes a warning decision message which are sent to a flight path plan aiding 634, a synthetic vision processing 635 and a voice processing 636. In addition, the warning decision 633 passes the current vehicle position, velocity, and attitude to the flight path plan aiding 634.
  • the flight path plan aiding 634 receives the warning decision message and the current vehicle position, velocity, and attitude information from the warning decision 633, the surrounding terrain data from the terrain database 50, and the vehicle performance and configuration data from the onboard flight control and management system 90, and processes these data, and provides an optimal evasion flight path to aid the flight crew.
  • the synthetic vision processing 635 receives the projected flight path and warning decision message from the warning decision 633, the surrounding terrain data from the terrain database 50, and the suggested optimal evasion flight path from the flight path plan aiding 634, and provides the driving data to the synthetic vision system 70.
  • the voice processing 636 receives the projected flight path and warning decision message from the warning decision 633, the surrounding terrain data from the terrain database 50, and the suggested optimal evasion flight path from the flight path plan aiding 634, and provides the driving data to the voice device 80.
  • the integrated positioning and ground proximity warning method comprises the following steps:
  • step 1 the optimal vehicle position, velocity, acceleration, and attitude solution data received from step 6 is used to aid the signal tracking, acquisition, and reacquisition processing in the signal processor 16 of the global positioning system receiver 10 to obtain improved performance.
  • step 2 error feedback calibration methods in the error compensation 23, the transformation matrix computation 24, and the attitude position velocity computation 27 of the inertial navigation system 20 are performed using the optimal estimates of position errors, velocity errors and attitude errors of the inertial navigation solution and inertial sensor measurement errors from the 6 to obtain improved performance.
  • a synthetic vision processing can be added to the step 6, in which the ground proximity warning solution is further processed to obtain an enhanced vision display for the flight crew.
  • a voice processing can be added to the step 6, in which the ground proximity warning solution is further processed to obtain audible ground proximity warning messages for the flight crew.
  • the step 1 ⁇ 5 may be performed in parallel and in serial way.
  • step 1 further comprises the steps of:
  • 1-2 amplifying the input radio frequency (RF) signal of the global positioning system by preamplifier circuit 12 to improve its signal-noise ratio, and is output to the down converter 13;
  • the step 2 further comprises the following steps: 2-1) Measure a vehicle body angular rates and specific force information by the inertial measurement unit 21, which are output to the error compensation 23.
  • the way to update the transformation matrix is by the Euler method, or the direction cosine method, or the quaternion method,
  • the compensated transformation matrix is sent to the coordinate transformation computation 25 and the attitude position velocity computation 27.
  • step 2-4 Transform the compensated specific force input from the step 2-2 , which is expressed in the body frame, in the coordinate transformation computation 25 to the specific force expressed in the navigation frame.
  • the specific force expressed in the navigation frame is output to the attitude position velocity computation 27.
  • the compensated the position, velocity, and computed attitude are used to compute a rotation rate vector of the local navigation frame (n frame) relative to the inertial frame (i frame) in the Earth and vehicle rate computation 26, which is output to the step 2-3.
  • an air pressure is measured by the baro altimeter 30 and transformed to the baro altitude measurements, which is sent to the integrated positioning/ground proximity warning system processor 60.
  • a radio signal is sent by the radio altimeter 40; the echoes of the radio from the terrain surface is received by the radio altimeter 40; the time delay between transmission and reception of the radio signal is measured and transformed to the radio altitude measurement by the radio altimeter 40, which are output to the integrated positioning/ground proximity warning system processor 60.
  • step 6 further comprises the following steps:
  • individual radio altimeter measurements from the radio altimeter 40, barometric altimeter measurements from the baro altimeter 30, and terrain data from the terrain database 50 are input to a correlation/matching 6201 through the input/output module 61.
  • the individual radio altimeter measurements and barometric altimeter measurements are collected to construct a measured profile of terrain in an assigned time window.
  • the terrain data is collected to construct a set of prestored reference terrain profiles which correspond to the area over which the vehicle is flying during the assigned window time.
  • the measured terrain profile is then compared with the set of prestored reference terrain profiles in the correlation/matching 6201. Once a match is found, the geographic coordinates of the best matching reference profile is passed to a filter/estimator 6202.
  • the result of adding radio altimeter measurements with terrain height of the current vehicle position is different with the inertial altitude solution (or hybrid baro/inertial altitude measurement) in the correlation/matching 6201 to form altimde measurement residues, which is passed to the filter/ estimator 6202.
  • the measurements from the global positioning system receiver 10, the inertial navigation solution from the inertial navigation system 20, and the geographic coordinates of the best matching reference profile and altimde measurement residues from the correlation matching 6201 are filtered by the filter/estimator 6202 processes to obtain optimal estimates of the inertial navigation solution errors, errors of the global position system receiver, and errors of inertial sensors in a centralized filtering fashion, which is used to obtain the optimal positioning solution using the following two steps:
  • individual radio altimeter measurements from the radio altimeter 40, barometric altimeter measurements from the baro altimeter 30, and terrain data from the terrain database 50 are input to the correlation/matching 6211 through the input/output module 61.
  • the individual radio altimeter measurements and barometric altimeter measurements are collected to construct a measured profile of terrain in an assigned time window.
  • the terrain data is collected to construct a set of prestored reference terrain profiles which correspond to the area over which the vehicle is flying during the assigned window time.
  • the measured terrain profile is then compared with the set of prestored reference terrain profiles in the correlation/matching 6211. Once a match is found, the geographic coordinates of the best matching reference profile is passed to a TAINS local filter 6212.
  • the result of adding radio altimeter measurements with terrain height of the current vehicle position is different with the inertial altimde solution (or hybrid baro/inertial altitude measurement) in the correlation/matching 6211 to form altimde measurement residues to the TAINS local filter 6212.
  • TAINS local filter 6212 and the obtained geographic coordinates of the best matching reference profile and altimde measurement residues are filtered by the TAINS local filter 6212 to obtain the local optimal estimates of inertial navigation solution errors and inertial sensor errors.
  • the measurements from the global positioning system receiver 10 and the inertial navigation solution from the inertial navigation system 20 are accepted and filtered by a INSGPS local filter 6213 to obtain the local optimal estimates of inertial navigation solution errors, global position system receiver errors, and inertial sensor errors.
  • the local optimal estimates and covariance matrix of inertial navigation solution errors, errors of the global position system receiver, and errors of the inertial sensor from the INSGPS local filter 6213 and the local optimal estimates and covariance matrix of the inertial navigation solution errors and errors of the inertial sensor from the TAINS local filter 6212 are accepted by a master filter 6214 and are filtered to provide the global optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors.
  • the global optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors and the covariance matrix obtained by the master filter 6214 are fed back to the INSGPS local filter 6213 and the TAINS local filter 6212 to reset the INSGPS local filter 6213 and the TAINS local filter 6212 and perform information-sharing among the master filter 6214, the INSGPS local filter 6213, and the TAINS local filter 6212
  • the communication and estimation between the master filter 6214, the INSGPS local filter 6213, and the TAINS local filter 6212 may have different approaches to obtain different system performances.
  • the consistency test among the state estimates of the master filter 6214, the INSGPS local filter 6213, and the TAINS local filter 6212 can be performed by the master filter 6214 to detect and isolate the malfunction of a satellite of the global positioning system and to reconfigure the structure and process of the navigation solution module 62.
  • the optimal positioning solution can be obtained by the following two methods:
  • the inertial navigation solution from the inertial navigation system 20 the baro altitude measurement from the baro altimeter 30, the radio altimde measurement from the radio altimeter 40, and terrain data from the terrain database 50 are inputs to an individual terrain clearance computation 6221.
  • the individual baro altimde measurements (or hybrid baro/inertial altimde measurement) is subtracted by the height of terrain at the current position to form the referenced individual terrain-clearance measurement.
  • the radio altimde measurement is the individual measured terrain-clearance measurement.
  • the deference between the measured terrain-clearance measurement and a referenced terrain-clearance measurement is output by the individual terrain clearance computation 6221 to a filter/estimator 6222.
  • the terrain-clearance measurement is a nonlinear function of vehicle position. Furthermore, the difference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement is a function of the inertial navigation solution errors.
  • the terrain clearance measurement equation is theoretically a nonlinear function of the antenna pattern of the radio altimeter 40, the cross-range/downrange position, altimde, and attitude of the vehicle. Generally, a reasonable approximation to the k th referenced terrain clearance measurement is
  • TC k is the k th referenced terrain clearance measurement
  • h m is the height of the vehicle indicated by the inertial navigation system 20 or hybrid baro/inertail altimde measurement
  • h(X k ,Y k ) is the height of the terrain at the position (X,Y) indicated by the inertial navigation system 20
  • v k is the error of the terrain database 50.
  • the measurements from the global positioning system receiver 10, inertial navigation solution from the inertial navigation system 20, and the difference between the measured terrain-clearance measurement and referenced terrain-clearance measurement from the individual terrain clearance computation 6221 are filtered by the filter/estimator 6222 processes in a centralized filtering fashion to obtain optimal estimates of the inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors.
  • the filter/estimator 6222 is a nonlinear filter/estimator.
  • the optimal positioning solution can be obtained by using the following two methods:
  • 6-2(c)-l Compensate the inertial navigation solution from the inertial navigation system 20 with the optimal estimates of the navigation solution errors in the filter/estimator 6222. 6-2(c)-2. Feed back the optimal estimates of the inertial navigation solution errors and the inertial sensor errors to the inertial navigation system 20 to calibrate the errors.
  • the inertial navigation solution from the inertial navigation system 20, the baro altimde measurement from the baro altimeter 30, the radio altimde measurement from the radio altimeter 40, and terrain data from the terrain database 50 are inputs to an individual terrain clearance computation 6231.
  • the individual baro altimde measurements (or hybrid baro/inertail altimde measurement) is subtracted by the height of terrain at the current position to form the referenced individual terrain-clearance measurement.
  • the radio altitude measurement is the individual measured terrain-clearance measurement.
  • the individual terrain clearance computation 6231 outputs the difference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement to a TAINS local filter 6232.
  • the TAINS local filter 6232 and the difference between the measured terrain-clearance measurement and the referenced terrain-clearance measurement is filtered by the TAINS local filter 6232 to obtain the local optimal estimates of inertial navigation solution errors and inertial sensor errors.
  • the TAINS local filter 6232 is a nonlinear filter/estimator or extended Kalman filter.
  • the measurements of GPS from the global positioning system receiver 10 and the inertial navigation solution from the inertial navigation system 20 are accepted and processed by an INSGPS local filter 6233 to obtain the local optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors.
  • the local optimal estimates and covariance matrix of the inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors from the INSGPS local filter 6233 and the local optimal estimates and covariance matrix of the inertial navigation solution errors and the inertial sensor errors from the TAINS local filter 6232 are filtered by the master filter 6234 and provides the global optimal estimates of inertial navigation solution errors, errors of global position system receiver, and errors of inertial sensor.
  • the global optimal estimates of inertial navigation solution errors, the global position system receiver errors, and the inertial sensor errors and the covariance matrix obtained by the master filter 6234 are fed back to the INSGPS local filter 6233 and the TAINS local filter 6232 to reset the INSGPS local filter 6233 and the TAINS local filter 6232 and perform information-sharing among the master filter 6234, the INSGPS local filter 6233, and the TAINS local filter 6232.
  • the communication and estimation among the master f ⁇ lter6234, the INSGPS local filter 6233, and the TAINS local filter 6232 may have different approaches to obtain different system performance.
  • INSGPS local filter 6233 can also be performed by the master filter 6234 to detect and isolate the malfunction of the satellite of the global positioning system and to reconfigure the structure and process of the navigation solution module,
  • the optimal positioning solution can be obtained using the following two methods:
  • step 6-3 comprises the following steps:
  • 6-3 (b) Predict the projected flight path to the warning decision 633, using the accepted optimal navigation solution from the navigation solution module 62 received and collected by the flight path prediction 632, and the vehicle performance and configuration data from the onboard flight control and management system 90 received by the flight path prediction 632.
  • 6-3 (c) Compute and compare, using the accepted projected flight path from the flight path prediction 632, the vehicle performance and configuration data from the onboard flight control and management system 90, such as glide slope, landing gear, etc., and the surrounding terrain data from the terrain database 50 in the warning decision 633 receives. If the projected flight path is too close to the terrain, a warning decision message are made by the warning decision 633 which are sent to the flight path planning aiding 634, the synthetic vision processing 635 and the voice processing 636.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Navigation (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)

Abstract

Procédé d'alerte de localisation et de proximité au sol conçu pour un véhicule et consistant à sortir des signaux de système de localisation GPS (par 10 dans figure 1) en direction d'un processeur intégré (60) de système d'alerte de localisation et de proximité au sol, à produire (par 20) une solution de navigation par inertie pour le processeur intégré (60), à mesurer la pression de l'air et à calculer des mesures barométriques à transmettre au processeur intégré (60), à mesurer le retard entre l'émission et la réception d'un signal radio depuis une surface de terrain, à calculer (par 40) une mesure d'altitude radio transmise au processeur (50), à accéder à une base de données de terrain (50) afin d'obtenir des données de position actuelle du véhicule et de hauteur de terrain environnant transmises au processeur (60) et à recevoir les informations de position, de vitesse, de temps, ainsi que les mesures de pseudo-distance et de delta-distance du système de localisation GPS, la solution de navigation par inertie, la mesure d'altitude radio, les données de position actuelle du véhicule et de hauteur de terrain environnant, puis à calculer des données de solution de localisation optimum et des données de solution de proximité au sol optimum.
PCT/US2000/030594 2000-11-06 2000-11-06 Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule WO2002039138A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/US2000/030594 WO2002039138A1 (fr) 2000-11-06 2000-11-06 Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule
AU2001214712A AU2001214712A1 (en) 2000-11-06 2000-11-06 Positioning and ground proximity warning method and system thereof for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2000/030594 WO2002039138A1 (fr) 2000-11-06 2000-11-06 Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule

Publications (1)

Publication Number Publication Date
WO2002039138A1 true WO2002039138A1 (fr) 2002-05-16

Family

ID=21741973

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2000/030594 WO2002039138A1 (fr) 2000-11-06 2000-11-06 Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule

Country Status (2)

Country Link
AU (1) AU2001214712A1 (fr)
WO (1) WO2002039138A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016054394A1 (fr) * 2014-10-01 2016-04-07 Intel Corporation Procédés et systèmes de détermination de trajectoire verticale et de détection de saut automatique
CN110609574A (zh) * 2019-09-30 2019-12-24 深圳市瑞达飞行科技有限公司 飞行数据的处理方法及装置、电子设备和存储介质
CN110763188A (zh) * 2019-10-15 2020-02-07 哈尔滨工程大学 一种适用于捷联惯导系统的带杆臂补偿的升沉测量方法
CN111435084A (zh) * 2019-01-12 2020-07-21 上海航空电器有限公司 一种基于置信椭圆的高精度地形参考导航匹配方法
WO2021021058A1 (fr) * 2019-07-29 2021-02-04 Yildiz Teknik Universitesi Système de positionnement
CN114608553A (zh) * 2022-02-21 2022-06-10 南京航空航天大学 一种自动驾驶汽车定位系统及方法
CN114692760A (zh) * 2022-03-30 2022-07-01 中国民航科学技术研究院 下降率估算模型构建、下降率估算方法、装置及电子设备
CN115985143A (zh) * 2022-12-21 2023-04-18 陕西宝成航空仪表有限责任公司 适用于增强型近地告警系统的飞行类型判断方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5654890A (en) * 1994-05-31 1997-08-05 Lockheed Martin High resolution autonomous precision approach and landing system
US5657025A (en) * 1995-08-07 1997-08-12 Litton Systems, Inc. Integrated GPS/inertial navigation apparatus providing improved heading estimates
US5757316A (en) * 1997-02-01 1998-05-26 Litton Systems, Inc. Attitude determination utilizing an inertial measurement unit and a plurality of satellite transmitters

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5654890A (en) * 1994-05-31 1997-08-05 Lockheed Martin High resolution autonomous precision approach and landing system
US5657025A (en) * 1995-08-07 1997-08-12 Litton Systems, Inc. Integrated GPS/inertial navigation apparatus providing improved heading estimates
US5757316A (en) * 1997-02-01 1998-05-26 Litton Systems, Inc. Attitude determination utilizing an inertial measurement unit and a plurality of satellite transmitters

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107076554A (zh) * 2014-10-01 2017-08-18 英特尔公司 用于垂直轨迹确定和自动跳跃检测的方法和系统
US10222213B2 (en) 2014-10-01 2019-03-05 Intel Corporation Methods and systems for vertical trajectory determination
US10240929B2 (en) 2014-10-01 2019-03-26 Intel Corporation Methods and systems for vertical trajectory determination and automatic jump detection
CN107076554B (zh) * 2014-10-01 2019-08-20 英特尔公司 用于垂直轨迹确定和自动跳跃检测的方法和系统
WO2016054394A1 (fr) * 2014-10-01 2016-04-07 Intel Corporation Procédés et systèmes de détermination de trajectoire verticale et de détection de saut automatique
CN111435084A (zh) * 2019-01-12 2020-07-21 上海航空电器有限公司 一种基于置信椭圆的高精度地形参考导航匹配方法
WO2021021058A1 (fr) * 2019-07-29 2021-02-04 Yildiz Teknik Universitesi Système de positionnement
CN110609574A (zh) * 2019-09-30 2019-12-24 深圳市瑞达飞行科技有限公司 飞行数据的处理方法及装置、电子设备和存储介质
CN110763188A (zh) * 2019-10-15 2020-02-07 哈尔滨工程大学 一种适用于捷联惯导系统的带杆臂补偿的升沉测量方法
CN114608553A (zh) * 2022-02-21 2022-06-10 南京航空航天大学 一种自动驾驶汽车定位系统及方法
CN114608553B (zh) * 2022-02-21 2024-05-24 南京航空航天大学 一种自动驾驶汽车定位系统及方法
CN114692760A (zh) * 2022-03-30 2022-07-01 中国民航科学技术研究院 下降率估算模型构建、下降率估算方法、装置及电子设备
CN114692760B (zh) * 2022-03-30 2023-03-24 中国民航科学技术研究院 下降率估算模型构建、下降率估算方法、装置及电子设备
CN115985143A (zh) * 2022-12-21 2023-04-18 陕西宝成航空仪表有限责任公司 适用于增强型近地告警系统的飞行类型判断方法
CN115985143B (zh) * 2022-12-21 2024-04-19 陕西宝成航空仪表有限责任公司 适用于增强型近地告警系统的飞行类型判断方法

Also Published As

Publication number Publication date
AU2001214712A1 (en) 2002-05-21

Similar Documents

Publication Publication Date Title
US6157891A (en) Positioning and ground proximity warning method and system thereof for vehicle
US6480789B2 (en) Positioning and proximity warning method and system thereof for vehicle
US6427122B1 (en) Positioning and data integrating method and system thereof
US6205400B1 (en) Vehicle positioning and data integrating method and system thereof
JP3162156B2 (ja) 航空機統合誘導システム
JP4014642B2 (ja) Ｇｐｓ／ｉｒｓグローバル位置決定方法およびインテグリティ損失の対策を講じた装置
US8515600B1 (en) System and method for sensor-based terrain avoidance
US7920943B2 (en) Precision approach guidance system and associated method
US20030135327A1 (en) Low cost inertial navigator
Bhatti Improved integrity algorithms for integrated GPS/INS systems in the presence of slowly growing errors
US6845304B1 (en) Method of and system for deriving inertial-aided deviations for autoland systems during GPS signal interruptions
Sabatini et al. Avionics-based GNSS integrity augmentation for unmanned aerial systems sense-and-avoid
CN111435166A (zh) 恢复导航系统的导航性能
CN104331593A (zh) 用于地面预测航空器沿路径的定位的特征的设备和方法
Sabatini et al. Assessing avionics-based GNSS integrity augmentation performance in UAS mission-and safety-critical tasks
WO2002039138A1 (fr) Procede et systeme d'alerte de localisation et de proximite au sol pour vehicule
WO1998047017A1 (fr) Integrite d'une approche predictive
Vallot et al. Design and flight test of a differential GPS/inertial navigation system for approach/landing guidance
TW454095B (en) Positioning and ground proximity warning method and system thereof for vehicle
Gray In-flight detection of errors for enhanced aircraft flight safety and vertical accuracy improvement using digital terrain elevation data with an inertial navigation system, global positioning system and radar altimeter
Gray Inflight detection of errors for enhanced aircraft flight safety and vertical accuracy improvement using digital terrain elevation data with an inertial navigation system, global positioning system and radar altimeter
WO2002046699A1 (fr) Procede et systeme de localisation et d'integration de donnees aeriennes
Markus et al. Existing Navigation Capabilities for Upper Class E Traffic Management (ETM)
Antonov et al. Aerodrome vehicle integrated control system using computer vision
Vanderwerf Schuler pumping of inertial velocity errors due to gravity anomalies along a popular North Pacific airway

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CR CU CZ DE DK DM DZ EE ES FI GB GD GE GH GM HR HU ID IL IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ PL PT RO RU SD SE SG SI SK SL TJ TM TR TT UA UG UZ VN YU ZA ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

122 Ep: pct application non-entry in european phase