• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A system and method (100) for security management in an airport having one or more runways, the method capable of receiving information relating to aircraft using the airport (102), determining the duration of wake turbulence (106) and determining a spacing time (108) between aircraft for one or more tracks based on wake turbulence duration of an aircraft.
    公开号:FR3026533A1
    申请号:FR1558363
    申请日:2015-09-09
    公开日:2016-04-01
    发明作者:Frazer Leslie Pereira
    申请人:GE Aviation Systems LLC；
    IPC主号:
    专利说明:

    [0001] Airport management system and method using wake turbulence time Wake turbulence is formed at the time of take-off and landing of an aircraft, the force of which is determined by the weight , speed and wingspan of the aircraft. Wake turbulence can also be caused by ambient conditions. For its safety, an aircraft that follows another must avoid the wake turbulence of the preceding aircraft, so takeoffs and landings on runways are spaced from each other to allow time for the force of turbulence wake of an aircraft that precedes another to decrease to a safe level. The spacing required for the safe use of a runway is a factor limiting the capacity of an airport and some airports use only one set time for all aircraft that follow another, regardless of other factors. According to a first aspect, an embodiment of the invention relates to an air traffic management method in an airport having one or more tracks, the method comprising the detection of an aircraft type for an aircraft landing or taking off on the at least one track, the detection of wind conditions on the at least one runway corresponding to the landing or take-off of the aircraft, the provision of the aircraft type and the wind conditions detected to an algorithm set in motion. software to determine a wake turbulence duration, the setting of a spacing time between aircraft based on the determined wake turbulence duration, and the management of the use of the at least one track. 'after the spacing time fixed between aircraft.
    [0002] According to another aspect, an embodiment of the invention relates to an airport surface management system, comprising a synchronization module designed to receive information relating to aircraft using the airport, determine the duration of the wake and determining a spacing time between aircraft for a track based on a determined wake turbulence duration, and a communication module for providing an operator with an indication of the spacing time between aircraft. The invention will be better understood on studying the detailed description of an embodiment taken by way of nonlimiting example and illustrated by the appended drawings in which: FIG. 1 is a perspective view of an aircraft and an airport in which embodiments of the invention can be implemented; and FIG. 2 is a flow chart showing an air traffic management method according to one embodiment of the invention. A wake turbulence results from the forces contributing to the lift of the aircraft. The air flows outward under the wings of the aircraft and rises and passes on the wings creating a pair of contrarotating vortices from the ends of the wings. The strength of wake turbulence is mainly determined by the weight, speed and wingspan of the aircraft. Figure 1 is a perspective view of an aircraft and an airport 40 in which embodiments of the invention may be implemented. The aircraft 10 may comprise one or more propulsion engines 12 mounted on a fuselage 14, a cockpit 16 disposed in the fuselage 14 and half-wings 18 extending outwardly from the fuselage 14. Additional edges 20 which allow the smooth operation of the aircraft 10 may also be present in the aircraft 10. In addition, one or more sensors 22 may be present, and each may deliver data relating to the aircraft 10. For example, sensors 22 relating to the engine 12 can provide data relating to the temperature, pressure, fuel flow and turbine body speed for the engine 12, while another sensor 22 relates to embodiments of the method and of the system according to the invention can provide data relating to the type of aircraft according to the weight and / or the speed and / or the wingspan of the aircraft 10. By way of example not limited a jet aircraft has been shown in Figure 1, but other types of aircraft, including helicopters, create wake turbulence. A controller 30 and a communication system having a radio communication link 32 may also be present in the aircraft 10. The controller 30 may cooperate with the motors 12, the plurality of onboard systems 20, the sensors 22, and so on. The controller 30 may also be connected to other controllers of the aircraft 10. The controller 30 may comprise a memory 34, which may be in the form of a random access memory (RAM), a read-only memory (ROM), flash memory or one or more types of portable electronic memory such as disks, DVDs, CD-ROMs, etc. or any appropriate combination of these types of memory.
    [0003] The controller 30 may include one or more processors 36, which may execute any suitable programs. A flight screen 38 may cooperate with the controller 30 and the controller 30 may operate the flight screen 38 to produce a display thereon. In this way, the flight screen 38 can visually express information relating to the aircraft 10.
    [0004] The flight screen 38 may be a main flight screen, a versatile control display or other suitable flight screen commonly installed in the cockpit 16, including a portable device. The airport 40 has one or more tracks 42 on which aircraft can take off or land, and an airport security management system (SGSA) 44. A conventional commercial airport can have multiple adjacent tracks 42, including tracks parallel to each other or tracks that intersect. Runway 42 may have one or more corresponding sensors 43 which detect a track condition, including wind conditions and / or runway 42 moisture. SGSA 44 may be involved in wake turbulence to manage use. tracks. The SGSA 44 may comprise a synchronization module 46 cooperating with a communication module 48. The synchronization module 46 is designed to receive information relating to aircraft using the airport 40, to determine the duration of the wake turbulence of at least one aircraft using the airport 40 and to determine an aircraft separation time for a runway 42 based on the predetermined wake turbulence time. To carry out these determinations, the synchronization module 46 can receive real-time information from various sources, including the aircraft 10, the track sensor 43, and so on. The communication module 48 provides an indication of the spacing time between aircraft to at least one operator such as an air traffic controller at the airport 40 or a pilot of the aircraft 10. In one example, the communication module 48 can provide the spacing time between aircraft to the pilot of the aircraft 10 via the radio communication link 32 to display it on the flight screen 38.
    [0005] The SGSA 44 may further comprise a landing and runway release module 50 (ALP) cooperating with the synchronization module 46. The ALP module 50 may be designed to determine a braking profile for an aircraft. The braking profile is based on information such as the real-time humidity of the runway (including the fact that the runway has wet, dry or icy portions), the conditions controlled by the runway sensors and the condition of the brakes of the aircraft, and provides the aircraft with braking assistance and cornering assistance (including the touchdown point, the slowdown profile, etc.) for an assigned runway. The ALP module 50 may further provide the aircraft with information on the assigned airport gate, including guidance to the assigned gate. The ALP module 50 may be designed to provide the braking profile to the synchronization module 46. The synchronization module 46 can then determine the spacing time between aircraft according to the braking profile in addition to the wake duration. . The SGSA 44 may furthermore comprise an airport map database 52, which is accessible to the synchronization module 46 and to the ALP module 50. The cartographic database 52 contains information in 2D and in 3D on the airport surfaces, including runways and gates, and allows the synchronization module to identify critical areas affected by wake turbulence on the airport surface.
    [0006] The identification of critical areas for wake turbulence can improve the safety and efficiency of ground maneuvers. For example, a 2D map can be exported to mobile devices of all airport employees (especially ground staff) so that they can identify their position relative to the airport surface and possible areas critical for wake turbulence. The SGSA 44 can be implemented in the form of a computer program in an airport computer 54 having a set of executable instructions for regulating the air traffic and the use of the runways, especially with respect to take-off or landing the aircraft 10 on a runway of the airport 40, which can be modeled by one or more algorithms, including a wake turbulence algorithm and a braking algorithm. The wake turbulence algorithm can simulate wake turbulence as a function of the aircraft using a runway, the preceding aircraft and the next aircraft, crosswind conditions on the runway, weather effects and flight profiles for adjacent runways. The braking algorithm can determine a braking operation on a track depending on the braking profile, the track moisture, the planned descent point with respect to the distance to the assigned gate, and the braking profile. speed of the aircraft. The braking profile is the present brake state of the aircraft, taking into account the latest braking events and brake maintenance logs. The program for implementing the SGSA 44 may include a computer program that may include computer-readable media for holding or in which are stored computer-executable instructions or data structures. These computer-readable media may be any existing media accessible to a general-purpose or dedicated computer or to another machine with a processor. Overall, such a computer program may include routines, programs, objects, components, data structures, algorithms, and so on. which have the technical effect of performing particular tasks or performing particular abstract data types. Computer executable instructions, corresponding data structures and programs are examples of program code for executing the information exchange described herein. The computer executable instructions may include, for example, instructions and data that cause a general purpose computer, a specialized computer, or a specialized processor to perform a certain function or group of functions. The computer 54 shown here comprises at least one memory 56, which can be in the form of a random access memory (RAM), a read only memory (ROM), a flash memory or one or more different types of portable electronic memory such as disks, DVDs, CD-ROMs, etc., or any appropriate combination of these types of memory. The computer 54 may further include one or more processors 58 that execute the program to implement the SGSA 44.
    [0007] Although an airport computer 54 has been shown, it is envisaged that parts of embodiments of the invention can be implemented anywhere, including in the aircraft controller 30. On the other hand, although a commercial jet aircraft 10 has been shown, it is contemplated that parts of the embodiments of the invention may also be implemented for other types of aircraft. According to one embodiment of the invention, Figure 2 illustrates a method 100, which can be used for air traffic management on an airport having one or more runways on which aircraft can take off and / or land. The method 100 intervenes in the wake turbulence to manage the use of the tracks. The method 100 can be modeled by one or more algorithms that can be implemented by the SGSA 44 described with reference to FIG. 1. The order of the steps presented has only an illustrative function and is not at all intended to limit the process in any way, it being understood that the steps may proceed in a different logical order, that additional or intermediate steps may be added or that steps described may be divided into multiple steps, without departing from the scope of the embodiments of the invention. The method 100 begins at 102 by the detection of an aircraft type for an aircraft landing or taking off on a runway of the airport. The type of aircraft can be detected by an airport sensor or an aircraft sensor, and can be based on the weight, speed and / or wingspan of the aircraft. In one example, with reference to FIG. 1, a sensor 22 in the aircraft 10 can communicate the aircraft type to the SGSA 44 via the radio communication link 32 with the communication module 48.
    [0008] At 104, the wind conditions on the corresponding track are detected. Wind conditions can be detected by airport meteorological sensors, GPS / airport weather information, aircraft sensors from aircraft that took off or landed previously, or condition monitoring. crosswind on the runway, or any combination of these. In one example, with reference to FIG. 1, the sensor 43 on the track 42 can communicate the wind conditions to the SGSA 44 via a radio communication link with the communication module 48. According to another example, again with reference to FIG. 1, a sensor 22 of the aircraft 10 can communicate wind conditions to the SGSA 44 by means of the radio communication link 32 with the communication module 48. The type of aircraft and the wind conditions detected are provided to a software-implemented algorithm for determining, at 106, a wake turbulence duration. The wake turbulence duration is the time during which the wake turbulence force of the aircraft landing or taking off from / from an airport runway exceeds a predetermined level. The algorithm may be implemented by a wake simulator that includes a simulated wake turbulence duration database for various types of aircraft and various wind conditions. By comparing the type of aircraft and the wind conditions detected with the information in the database, it is possible to determine the expected duration of the wake turbulence. Larger aircraft may create stronger wake turbulences and smaller aircraft may require longer times as they may be more affected by this wake turbulence. In addition, crosswinds can more quickly dissipate wake turbulence than when there is no wind. Other parameters can be brought into play by the simulator during the determination of the wake duration, at 106. For example, weather effects or flight profiles known from adjacent tracks (including those parallel to the track then used or crossing the latter) can be used to determine the duration of the wake turbulence. The effects of meteorology may include, by way of non-limiting examples, precipitation, temperature and humidity. Flight profiles may include aircraft type, wind conditions and / or wake turbulence duration. An example of a wake turbulence algorithm can simulate wake turbulence based on all of these parameters, including aircraft using a runway at the same time, those that used it earlier, and those that will use it later. crosswind conditions on the runway; effects of weather; and flight profiles for adjacent runways. Based on the duration of the wake turbulence determined at 106, a separation time between aircraft can be set at 108. The spacing time between aircraft is a minimum lapse of time between take-off and landing on the same runway . In addition, since wake turbulence affects not only the aircraft using the concerned runway but also the aircraft using parallel or intersecting runways, the spacing time between aircraft can also be determined for the parallel tracks and / or the intersecting runways. . A database of aircraft spacing times for various wake times can be used to set, at 108, the spacing time between aircraft. For example, with reference to FIG. 2, the database may be stored in the memory 56 of the computer 54 and may be accessible to the synchronization module 46 of the SGSA 44. Other parameters may be used to determine, for example, the synchronization module. , spacing time between aircraft. For example, braking information can be used to determine the spacing time between aircraft. Braking information may include real-time track moisture (including whether the runway has wet, dry or icy portions), conditions monitored by the sensors on the runway, and the condition of the brakes on the runway. the aircraft. Braking information may be provided to an algorithm implemented by software to determine a braking operation on a track. An example of a braking algorithm can determine a braking operation on a track based on the braking profile, the track humidity, the expected descent point as a function of the distance to the assigned gate, and the speed profile of the aircraft. For example, with reference to FIG. 2, the ALP module 50 can determine the braking operation on the track according to this algorithm and transmit the result of this determination to the aircraft 10 via the control module. Communication 48. Synchronization module 46 can further determine the spacing time between aircraft according to the braking profile in addition to the wake turbulence time determined at 106. According to the separation time set between aircraft, the use of the runway may be managed at 110. Runway management may include managing the timing of landing or take-off on / from the runway for a subsequent aircraft, identification of types aircraft that are suitable for landing / taking off based on the type of aircraft detected, and / or the communication of an alert or warning indication concerning the existing wake conditions on the runway and the profile and type Aeron ef approaching the track. For example, an alert can be issued if the conditions on the runway affect the safety of an aircraft, especially if a small aircraft is approaching a runway when a large aircraft has just landed. The method 100 can be implemented in real time in an airport. For example, when an aircraft is approaching an airport, the method 100 may be used to determine when and on which runway the aircraft may land based on the wake turbulence durations existing on various runways and the duration expected wake turbulence of the aircraft on approach. The same is true for aircraft whose take-off time at an airport is fixed. For example, a real-time determination of aircraft separation time can be used to coordinate landings and take-offs. In another application, the method 100 can be implemented for multiple aircraft landing or taking off on different runways of the airport. By determining the wake turbulence duration for multiple aircraft at 106, the landing or take-off of aircraft can be coordinated by type and runway location so that the spacing time is kept to a minimum, allowing to increase the capacity of the airport. It is also envisioned that the data for successful landings can be saved to create a profile database for future use. The saved data may include the type of aircraft landing at a given point on a runway, the type of aircraft that used the same runway prior to this aircraft, the type of aircraft that will use the same runway after this aircraft, the same aircraft information for adjacent runways, crosswind conditions and other meteorological and / or environmental information. Once a series of landing profiles have been created, they can serve as a reference for supporting future decisions for airport maneuvers. Thus, the method 100 may also involve prior landing profiles when setting, at 108, the spacing time between aircraft. The technical effects of the embodiments include the ability to accurately determine appropriate separation times between aircraft based on the duration of the determined wake turbulence. The various embodiments of systems and methods described herein provide improved air traffic management by means of wake turbulence detection. A first advantage that can be offered by the implementation of certain embodiments of the described systems is that the wake turbulence detection system for the tracks can be combined with a track landing system and track release. The embodiments described above improve airport capacity by increasing the frequency of flights and reducing flight delays. The embodiments described above also make it possible to improve the safety of runways, aircraft and ground maneuvers. Another advantage that may be offered by putting into practice certain embodiments of the systems described is that the wear of the aircraft brakes is reduced due to the communication of a better braking profile to the aircraft. Yet another advantage of implementing certain embodiments of the described systems is that the systems and methods can be implemented without the need for new infrastructure, either at airports or in aircraft. Insofar as this is not already described, the various aspects and structures of the various embodiments can be used in combination with each other at will. The fact that one aspect may not be illustrated in all embodiments does not mean that it should be interpreted as not being able to be, but this is only intended to make the description more concise. Thus, the various aspects of the various embodiments can be mixed and adapted as desired to form new embodiments, regardless of whether the new embodiments are expressly described or not. All combinations or permutations of details described herein are covered by this disclosure.
    [0009] List of landmarks 10 aircraft 12 propulsion engines 14 fuselage 16 cockpit 18 half-wings 20 on-board systems 22 sensors 30 controller 32 radio communication link 34 memory 36 processor 38 flight screen 40 airport 42 runway 43 runway sensor 44 management system airport security 46 synchronization module 48 communication module 50 landing and runway release module 52 airport mapping database 54 airport computer 56 memory 58 processor 100 process 102 detecting the aircraft type 104 detect the wind conditions 106 determine the duration of the wake turbulence 108 set the spacing time 110 manage the use
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method (100) for air traffic management in an airport (40) having one or more tracks (42), the method (100) being characterized by comprising: detecting (102) an aircraft type for an aircraft landing or taking off on / from the runway (42); detecting (104) wind conditions on the runway (42) corresponding to the landing or take-off of the aircraft; providing the type of aircraft and detected wind conditions to an algorithm implemented by software to determine a wake turbulence duration (106); setting (108) a spacing time between aircraft based on the determined wake turbulence time; and managing (110) the use of the one or more tracks (42) based on the spacing time set between aircraft.
    [0002]
    The method (100) of claim 1, wherein the management (110) of the use comprises the management of the landing moment for a subsequent aircraft intended to land on the runway (42) according to the spacing time fixed between aircraft.
    [0003]
    The method (100) of claim 1, wherein the duration of the wake turbulence (106) further relies on weather effects or on adjacent runway flight profiles (42).
    [0004]
    The method (100) of claim 3, wherein the wake turbulence duration (106) is determined using a simulator that takes into account the type of aircraft, crosswind conditions on the track (42), weather effects and flight profiles on adjacent runways (42).
    [0005]
    The method (100) of claim 1, wherein the airport (40) comprises multiple tracks (42), and further comprising determining spacing times between aircraft for at least two of the multiple tracks (42).
    [0006]
    The method (100) of claim 1, wherein the management (110) of the use comprises communicating an alert indication concerning the wake turbulence conditions existing on the track (42) and the profile and the type of aircraft approaching the runway (42).
    [0007]
    The method (100) of claim 1, wherein the spacing time (108) between aircraft is further based on prior landing profiles, braking information, a type of an aircraft having previously used the / the tracks (42), a type of a subsequent aircraft intended to use the track (s) (42), information on the adjacent runways (42) or meteorological factors.
    [0008]
    The method (100) of claim 1, wherein the spacing time (108) between aircraft is determined in real time.
    [0009]
    Airport security management system (44), characterized in that it comprises: a synchronization module (46) designed to: receive information relating to an aircraft (10) using the airport (40); determine the duration of the wake turbulence; and determining a spacing time between aircraft for a track (42) based on the determined wake turbulence time; and a communication module (48) for providing an operator with an indication of the spacing time between aircraft.
    [0010]
    The airport security management system (44) of claim 9, further comprising a landing and runway release module (50) adapted to determine a braking profile for an aircraft (10) and provide the profile. to the synchronization module (46), the synchronization module (46) being adapted to determine the spacing time between aircraft according to the braking profile.
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    同族专利:
    公开号 | 公开日
    GB201516857D0|2015-11-04|
    US20160093224A1|2016-03-31|
    GB2532125B|2017-08-09|
    US9401092B2|2016-07-26|
    FR3026533B1|2019-01-25|
    GB2532125A|2016-05-11|
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    法律状态:
    2016-09-26| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-25| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-01| PLSC| Search report ready|Effective date: 20171201 |
    2018-08-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-08-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-08-19| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/497,463|US9401092B2|2014-09-26|2014-09-26|System and method for airport control using wake duration|
    US14497463|2014-09-26|
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