Method and system for signaling an aeronautical obstacle
Patent Information
- Authority / Receiving Office
- ES · ES
- Patent Type
- Patents
- Current Assignee / Owner
- DARK SKY GMBH (100 00)
- Filing Date
- 2024-02-22
- Publication Date
- 2026-07-09
Smart Images
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Abstract
Description
[0001] The invention relates to a method and a system for marking an aviation obstacle as well as a data processing device. background
[0002] Obstacle lighting serves to mark aviation obstacles such as wind turbines, especially at night or in poor visibility, so that aircraft such as airplanes or helicopters can avoid collisions. It can be designed to activate the obstacle lighting only when an aircraft is critically close to the wind turbine. This reduces light emissions that could affect residents near the wind turbine. Furthermore, this ensures compliance with legal air traffic safety regulations, as only the obstacle markings relevant to the respective pilot are active.
[0003] An arrangement for controlling an on-demand obstacle lighting system for a wind turbine is known from document EP 3 926 166 A1.
[0004] Document WO 2006 / 092137 discloses an aviation obstacle equipped with warning lights to warn aircraft and prevent collisions. The obstacle includes an antenna for receiving a radio signal and means for activating the warning lights upon receiving a radio signal from an aircraft.
[0005] Document EP 3 693 946 B1 discloses a method and a system for controlling lighting devices for flight obstacles, as well as an associated computer program. It describes an antenna mast for a cellular mobile network, comprising one or more mobile antennas to establish an air interface between the mobile network and mobile phones in the vicinity. Furthermore, it addresses a method for providing flight data from aircraft, a computer program for carrying out this method, and a system for providing flight data from aircraft.
[0006] Document DE 20 2005 019193 U1 discloses a system for controlling obstruction lights by transponder signals. A signal from the Mode S transponder switches the obstruction lighting. Summary
[0007] The object of the invention is to provide technologies that enable the marking of an aviation obstacle in an efficient and energy-saving manner.
[0008] To solve this problem, a computer-implemented method and a system for marking an aviation obstacle according to claims 1 and 15 are provided. Furthermore, a data processing device is provided. Further embodiments are the subject of dependent subclaims.
[0009] According to one aspect, a computer-implemented procedure for marking an aviation obstacle has been created, which comprises the following steps: providing initial transponder signals, each assigned to one or more aircraft and each containing current position information of the aircraft, and providing initial signal strength values for the initial transponder signals; determining, from the initial transponder signals, the respective distances of the aircraft to an aviation obstacle; determining normalized signal strength values by normalizing the initial signal strength values; determining a reference value from one or more of the lowest normalized signal strength values; providing a second transponder signal, assigned to a second aircraft, and a second signal strength value for the second transponder signal;Determining the second aircraft as a relevant aircraft or determining the second aircraft as an irrelevant aircraft using (or by means of) a comparison of the second signal strength value with the reference value; and generating an output signal for a marking device to mark the aviation obstacle depending on the presence or absence of at least one relevant aircraft.
[0010] A method for marking an aviation obstacle may be provided, which is carried out in a system with a receiving device, a data processing device and a marking device and comprises the following steps: receiving first transponder signals and a second transponder signal in the receiving device; transmitting the first transponder signals and the second transponder signal to the data processing device; carrying out the computer-implemented method in the data processing device; transmitting an output signal from the data processing device to the marking device; switching on a marking of the aviation obstacle by means of the marking device depending on the output signal.
[0011] According to another aspect, a data processing facility is created which has at least one processor and is set up to execute the computer-implemented procedure.
[0012] According to another aspect, a system for marking an aviation obstacle has been created, comprising a receiving device, a data processing device, and a marking device. The receiving device is configured to receive first and second transponder signals and transmit them to the data processing device. The data processing device is configured to execute the computer-implemented procedure and transmit an output signal to the marking device, and the marking device is configured to activate a marking of the aviation obstacle depending on the output signal.
[0013] This method, particularly the method of determining the reference value based on transponder signals to classify aircraft as relevant or irrelevant, eliminates the need to consider calibrations, manufacturing and material deviations, and weather conditions. This allows for simple testing and use of marking devices at the installation site, thus avoiding the need for overflights and vehicle inspections.
[0014] Furthermore, it is possible to designate additional detected aircraft as irrelevant, so that the marking device, in particular an obstruction light, can be deactivated for an extended period. For example, transponder signals with data blocks of the DF11 format number are generally less noisy due to their length and can still be received clearly even from greater distances. However, such DF11 transponder signals contain only a unique transponder number and no position and / or altitude information of the aircraft. Using this method, such aircraft can also be designated as irrelevant.
[0015] The marking device may include one or more obstruction lights. The obstruction light or lights may be located adjacent to, and in particular on, the aviation obstruction. The aviation obstruction may be a single object (e.g., a wind turbine) or multiple objects (e.g., multiple wind turbines). The marking device may be equipped for illumination, in particular for nighttime illumination (night marking) and / or daytime illumination and / or aviation visibility illumination. The marking device (in particular the obstruction light(s)) may be equipped for emitting electromagnetic signals, in particular light signals and / or radio signals. For example, the marking device may include at least one LED and / or at least one gas discharge lamp and / or at least one radio beacon.
[0016] The receiving device can be configured to receive radio signals, in particular transponder signals. The (first and / or second) transponder signals can therefore (each) be radio signals. The (first and / or second) transponder signals can each be a Mode A signal, a Mode C signal, or a Mode S signal. Accordingly, a transponder operating mode (of the transponder of the corresponding aircraft) can be Mode A, Mode C, or Mode S.
[0017] The receiving device can be located in the center of the obstacle's effective area and / or on the obstacle itself. This eliminates the need for shadowing analyses, for example.
[0018] A plurality of second transponder signals can generally be provided, each assigned to one of a plurality of second aircraft. The plurality of second transponder signals can be received by the receiving device and forwarded to the data processing unit. Furthermore, respective second signal strength values can be provided for the second transponder signals. A plurality of second aircraft can be determined as relevant or irrelevant by comparing them to a reference value.
[0019] The second transponder signal or signals may be free of position information of the (respective) aircraft.
[0020] The first and / or second signal strength values and / or normalized signal strength values and / or the reference value can each be, for example, RSSI values (RSSI: Received Signal Strength Indicator ). Alternative scaling of signal strength values may also be provided.
[0021] The initial signal strength values can be normalized to a common distance value. In other words, the procedure can involve determining normalized signal strength values by normalizing the initial signal strength values to a common distance value. This allows signal strength values from sources at different distances to the obstacle to air traffic to be compared.
[0022] The respective distances (of the first aircraft to the aviation obstacle) can be determined from the (respective) position information.
[0023] The common distance value can correspond to a predetermined safety distance to the aviation obstacle. The safety distance can, for example, be (pre-)defined as double the safety area radius (around the aviation obstacle), in particular as doubling an effective area radius around the aviation obstacle plus an additional radius. Specifically, the safety distance can be between 4.0 km and 30.0 km, preferably between 4.5 km and 20.0 km, and most preferably 10.4 km. The distances and / or the (safety) distances can be spatial (three-dimensional) distances. Alternatively, the distances and / or the distances can be two-dimensional distances, in particular horizontally projected distances. The distances and / or distances can be defined, for example, with respect to a center point or an outer boundary of the aviation obstacle.
[0024] The normalization of the initial signal strength values can be performed using the Friis transfer equation. In other words, the procedure can include the following step: determining normalized signal strength values by normalizing the initial signal strength values using the Friis transfer equation.
[0025] Specifically, the normalized signal strength values RSSI n can be calculated using the equation RSSI n = RSSI 1 + 20 ⋅ log r 1 / r 2 to be determined (with distance (to the aviation obstacle) r 1, first signal strength value RSSI 1 and safety distance r 2).
[0026] The normalization of the initial signal strength values can also be done using a modified Friis transfer equation, which takes into account, for example, further attenuation parameters for electromagnetic waves (such as humidity).
[0027] The method can further include smoothing the second signal strength value, taking into account at least one previous second signal strength value for at least one previous second transponder signal. Additionally, the method can include smoothing the first signal strength values, taking into account previous first signal strength values for previous first transponder signals.
[0028] The earlier first signal strength values can be provided for earlier first transponder signals (together with the earlier first transponder signals, which are preferably each assigned to one of the plurality of first aircraft and each contain current position information of the aircraft). The at least one earlier second signal strength value can be provided for at least one earlier second transponder signal (together with the at least one earlier second transponder signal, which is preferably assigned to a second aircraft).
[0029] Smoothing the second signal strength value (and / or the first signal strength values) can be achieved by calculating a simple or weighted moving (arithmetic) average. In particular, the second signal strength value (and / or the first signal strength values) can be replaced by a simple or weighted moving average (which may preferably include the second signal strength value).
[0030] For example, the second signal strength value RSSI 2 can be weighted with a weight between 0.01 and 0.3, preferably between 0.1 and 0.3, particularly preferably 0.2, and the previous second signal strength value RSSI 2,alt can be weighted with a weight between 0.7 and 0.99, preferably between 0.7 and 0.9, particularly preferably 0.8. In particular, the second signal strength value RSSI 2 can be replaced by the moving average (RSSI 2 + 4 · RSSI 2,alt ) / 5.
[0031] The reference value can be the lowest normalized signal strength value (the normalized signal strength value of the lowest signal strength) or an average (in particular, an arithmetic and / or weighted average) of several lowest normalized signal strength values. For example, the reference value can be determined as the average of the m lowest normalized signal strength values, where 1 ≤ m ≤ 10, preferably 3 ≤ m ≤ 7, especially preferred m = 5.
[0032] The second aircraft can be identified as a relevant aircraft if its signal strength is at least as high as the reference value. Conversely, the second aircraft can be identified as an irrelevant aircraft if its signal strength is lower than the reference value.
[0033] Alternatively, the second aircraft can be determined as a relevant aircraft if its second signal strength is higher than the reference value, and / or the second aircraft can be determined as an irrelevant aircraft if its second signal strength is equal to or lower than the reference value. Further alternatively, the second aircraft can be determined as a relevant aircraft if its second signal strength is at least as high as the reference value less a safety distance, and / or the second aircraft can be determined as an irrelevant aircraft if its second signal strength is lower than the reference value less the safety distance.
[0034] Additionally, the determination of the second aircraft as a relevant aircraft or as an irrelevant aircraft can be made by further using a transponder code from the second transponder signal. Thus, the second aircraft can be further determined as relevant or irrelevant depending on the transponder code.
[0035] The method may include: storing information that identifies the second aircraft as a relevant or irrelevant aircraft, preferably in the data processing equipment (in a database and / or list). Furthermore, the method may include deleting or replacing information that identifies the second aircraft as a relevant or irrelevant aircraft.
[0036] The method may include: generating the output signal for the marking device to mark the aviation obstacle depending on information that identifies the second aircraft as a relevant aircraft or an irrelevant aircraft.
[0037] The procedure may further include: an adjustment, prior to comparison, of the reference value or the second signal strength value depending on a transponder operating mode for the second transponder signal (the transponder operating mode of a transponder of the second aircraft with which the second transponder signal was generated).
[0038] The first transponder signals can be signals from a first group of transponder operating modes, and the second transponder signal(s) can be a signal from a second group of transponder operating modes, which is (at least partially) different from the first group. For example, the first transponder signals can be (or have) Mode S transponder signals, and / or the second transponder signal can be a Mode A or Mode C transponder signal. The second transponder signal can also be a Mode S transponder signal.
[0039] The adjustment can be achieved by adding or subtracting an offset value from the reference value or from the second signal strength value, wherein the offset value is preferably determined by comparing (maxima of) frequency distributions of signal strength values (of received transponder signals) for different transponder operating modes. In particular, the offset value can be determined by calculating the difference between the maxima of the frequency distributions.
[0040] For example, a reference value formed from Mode S transponder signals can be increased by a (positive) offset value for comparison with a Mode A or Mode C transponder signal as a second transponder signal.
[0041] The frequency distributions can include a first frequency distribution of transponder signals for at least one transponder operating mode (for example, Mode S) and a second frequency distribution of transponder signals for at least one other transponder operating mode (for example, Mode A and / or Mode C). The offset value can be determined from the difference between a (first) maximum of the first frequency distribution and a (second) maximum of the second frequency distribution.
[0042] The received transponder signals can include the first and / or second transponder signals. The received transponder signals can also include additional or alternative transponder signals.
[0043] The process can further include (repeated) updates (recalculation) of the offset value within a (predefined) offset value time interval. This offset value time interval can range from 0.1 seconds to one month. In other words, the offset value can be updated every 0.1 seconds or once a month (or at any interval in between).
[0044] The offset value can be updated as a moving average. For example, the frequency distributions can be continuously updated and compared with each other (with respect to their maxima).
[0045] Alternatively, the offset value can be fixed (in time).
[0046] The procedure can also involve (repeated) updating (re-determining) of the reference value within a (predefined) reference value time interval.
[0047] The reference value time interval can be between approximately 0.5 seconds and 3600 seconds, preferably between 0.5 seconds and 30 seconds, and most preferably between 0.5 seconds and 5 seconds. In other words, the reference value can be updated once per period between 0.5 seconds and 5 seconds, for example, once per second.
[0048] Alternatively, the reference value can be updated based on recorded meteorological changes (for example, when a threshold for a meteorological quantity is exceeded).
[0049] The reference value can be updated, for example, using additional initial transponder signals, additional initial signal strength values, and additional normalized signal strength values, which are received or determined with a time offset, particularly with respect to the initial transponder signals, initial signal strength values, and normalized signal strength values. The reference value can be updated as a moving average.
[0050] The output signal can be generated if no information on at least one relevant aircraft is available. In particular, the output signal can be generated repeatedly for the duration of this absence, for example, at intervals of 100 ms to 500 ms, especially every 250 ms. If information on at least one relevant aircraft is available, the generation of the output signal can be interrupted.
[0051] It may be provided that the marking is switched off (and / or remains switched on) as long as the output signal is (repeatedly) received by the marking device. The marking may be switched on (and / or remain switched on) in the absence of an output signal received by the marking device, for example, after a predefined time interval has elapsed.
[0052] Alternatively, it can be provided that the marking is switched on when the output signal is present and / or received in the marking device and / or switched off when the output signal is absent in the marking device.
[0053] The first and / or second signal strength values can be determined in the receiving device and / or the data processing device. If the first and / or second signal strength values are determined in the receiving device, the first or second signal strength values are transmitted to the data processing device.
[0054] In conjunction with the system for marking an aviation obstacle, the configurations described above in connection with the procedure may be provided accordingly.
[0055] In the context of the present disclosure, parameter range specifications ("between", "from ... to") are to be understood as encompassing the endpoints. Description of exemplary implementations
[0056] Further examples of implementation are explained in more detail below with reference to figures in a drawing. These figures show: Fig. 1 a schematic representation of an area around an aviation obstacle; Fig. 2 a schematic representation of a system for marking an aviation obstacle; Fig. 3 a schematic representation of a computer-implemented method for marking an aviation obstacle; Fig. 4 a graphical representation of the dependence of RSSI and distance; Fig. 5 a graphical representation of the frequency distribution of signal strengths for different transponder operating modes; and Fig. 6 a schematic representation of a method for marking an aviation obstacle.
[0057] In Fig. 1Figure 1 shows a schematic representation of an area around an aviation obstacle 10. The aviation obstacle 10 can be, for example, a (single) wind turbine or multiple wind turbines (in particular, a wind farm or several wind farms). In principle, every aviation obstacle 10 has an effect on the space surrounding it. In particular, air currents can be affected. An area around the aviation obstacle 10 that is particularly exposed to its effects can generally be formed as a spherical or cylindrical shape around the aviation obstacle 10 (area of effect 13). For example, the area of effect centered around the aviation obstacle 10 can have a (cylindrical) radius of 4 km and a total height of 600 m plus the height of the aviation obstacle 10.
[0058] To be detectable and, in particular, visible to aircraft 12 (e.g., airplanes or helicopters), the aviation obstacle 10 is marked with a suitable marking. For this purpose, a marking device 11 is arranged near the aviation obstacle 10; in the case of wind turbines, for example, on the nacelle and / or the tower. The marking device 11 can be a lighting device (obstacle beacon). For example, the marking or lighting can be done using LEDs.
[0059] The marking must be switched on when an aircraft 12 identified as relevant enters a previously defined space, for example a detection area 15, and in particular moves towards a safety area 14 around the aviation obstacle 10.
[0060] The determination of aircraft 12 as relevant is carried out using transponder signals 16 emitted by aircraft 12 (in particular, a transponder of aircraft 12). The transponder signals 16 are radio signals. Generally, aircraft 12 must be equipped with a transponder. The transponder can be operated in one of several modes, in particular Mode A, Mode C, or Mode S. The transponder can be a Class 1 or Class 2 transponder and, in particular, must meet the minimum operational performance standards (MOPS) for secondary surveillance radar Mode S transponders, specifically, in the case of a Class 2 transponder, have a peak output power of +18.5 dBW (70 W) at the antenna.
[0061] The transponder signals 16 are received by means of a receiving device 25, which is part of a system 20 for marking an aviation obstacle (see Fig. 2The receiving device 25 is located in the center of the effective area 13, for example, at the aviation obstacle 10. In this way, there is a correlation between the effect of the aviation obstacle 10 and the reception of the transponder signals. Therefore, if no transponder signals are received at the receiving device 25, there is also no direct interaction between the aircraft 12 and the aviation obstacle 10. Consequently, complex shadowing analyses are unnecessary. The transponder signals 16 can be (response) telegrams, for example, in response to an initial signal or to one or more interrogation signals from a secondary radar. The transponder signals 16 can also be generated independently of interrogation signals (e.g., in squitter mode / ADS-B).
[0062] In addition to the marking device 11 (and, if applicable, the aviation obstacle 10 itself), the system 20 also includes a data processing unit 21 with a processor 22, a memory 23, and a communication interface 24 (in particular for communication with the receiving device 25 and the marking device 11). The data processing unit 21 is communicatively connected to the receiving device 25 and the marking device. The data processing unit 21 can be implemented as a (single) computer, as a distributed computing system, or as part of a computer, in particular as a microcontroller or integrated circuit, specifically an FPGA (Field Programmable Gate Array).
[0063] The signal strength of the received transponder signals 16 is used to determine the distance to the aviation obstacle 10. This requires appropriate calibration of various factors that can lead to signal attenuation. Due to varying installation conditions at the aviation obstacle 10, it is advantageous to perform the calibration dynamically and continuously.
[0064] In Fig. 3 Figure 1 shows a schematic representation of a computer-implemented method for marking an aviation obstacle.
[0065] In a first step 31, initial transponder signals 16, each assigned to a first aircraft 12 and each containing current position information for the aircraft 12, are provided in the data processing unit. Initial signal strength values, in particular RSSI values RSSI 1, are also provided for each of the initial transponder signals.
[0066] The first 16 transponder signals are used to determine the respective distances. r 1 of the first aircraft 12 is designated to the aviation obstacle 10 (using the respective current position information) (Step 32).
[0067] In a third step, 33 normalized signal strength values RSSI n are determined from the first signal strength values RSSI 1 by subtracting each of the first signal strength values RSSI 1 from a common distance value, the safety distance. r 2 around the air obstacle 10, are normalized. The normalization is carried out using the Friis transfer equation: RSSI n = RSSI 1 + 20 ⋅ log r 1 r 2 .
[0068] The safety distance r 2 is a predefined value used to create a safety zone around the aviation obstacle 10. The safety distance r For example, 2 could be 10.4 km for a wind turbine.
[0069] In a fourth step 34, the normalized signal strength values RSSI are used. n a reference value RSSI ref This is determined. It is either the lowest of the normalized RSSI signal strength values. n equated or as an average of a plurality of the lowest of the normalized signal strength values RSSI n , for example, the mean of the five lowest normalized RSSI signal strength values n , certainly.
[0070] Determining the RSSI reference value ref This is illustrated by the following example. Initial transponder signals 16 are received from six aircraft (APCs) 12, designated by numbers 1, 2, 6, 7, 11, and 13 (Table 1, column 1). The distances determined from the position information are shown in Table 1, column 2, and the corresponding initial signal strength values RSSI 1 are shown in Table 1, column 3. Table 1: LFZ distance r 1 RSSI 1 1 82 475 m 97 2 86 101 m 109 6 121 641 m 99 7 127 023 m 96 11 188 735 m 97 13 215 989 m 107
[0071] Normalized signal strength values RSSI were determined using the Friis transmission equation. n These are shown in Table 2 below. In addition to the distance of 10.4 km (highlighted), which is relevant for the reference value and corresponds to the predetermined safety distance, other distances are listed as examples. Table 2: r 2 LFZ1 LFZ2 LFZ6 LFZ7 LFZ11 LFZ13 1 155.33 167.70 160.70 158.08 162.52 173.69 2 149.31 161.68 154.68 152.06 156.50 167.67 3 145.78 158.16 151.16 148.54 152.97 164.15 4 143.29 155.66 148.66 146.04 150.48 161.65 5 141.35 153.72 146.72 144.10 148.54 159.71 6 139.76 152.14 145.14 142.51 146.95 158.13 7 138.42 150.80 143.80 141.18 145.62 156.79 8 137.26 149.64 142.64 140.02 144.46 155.63 9 136.24 148.62 141.62 138.99 143.43 154.60 10 135.33 147.70 140.70 138.08 142.52 153.69 10,4 134.99 147.36 140.36 137.74 142.18 153.35 20 129.31 141.68 134.68 132.06 136.50 147.67 30 125.78 138.16 131.16 128.54 132.97 144.15 40 123.29 135.66 128.66 126.04 130.48 141.65 50 121.35 133.72 126.72 124.10 128.54 139.71 60 119.76 132.14 125.14 122.51 126.95 138.13 70 118.42 130.80 123.80 121.18 125.62 136.79 80 117.26 129.64 122.64 120.02 124.46 135.63 90 116.24 128.62 121.62 118.99 123.43 134.60 100 115.33 127.70 120.70 118.08 122.52 133.69 110 114.50 126.87 119.87 117.25 121.69 132.86 120 113.74 126.12 119.12 116.49 120.93 132.11
[0072] In Fig. 4A corresponding plot is shown for the values according to Table 2. Each curve is assigned to an aircraft, curve 41 for example LFZ1. The intersection point 42 indicates the safety distance. r 2 as the abscissa value and the reference value RSSI ref as an ordinate value.
[0073] Table 2 and Fig. 4 To illustrate, the LFZ1, at a distance of approximately 82 km, exhibits the lowest normalized signal strength value with an initial signal strength of 97 and should therefore be defined as the reference value. For the safety distance (here 10.4 km), this translates to a reference RSSI value. ref of 134.99. Conversely, if no position information had been transmitted with the transponder signal 16, the LFZ13 would already be classified as relevant at a distance of between 80 km and 90 km.
[0074] In a fifth step 35, a second transponder signal 16 (along with a second signal strength value RSSI 2 for the second transponder signal 16) is provided in the data processing unit 21, which is assigned to a second aircraft 12 (for example, a light aircraft or small aircraft). The second aircraft 12 is then determined as a relevant aircraft or an irrelevant aircraft by comparing the second signal strength value with the reference value (sixth step 36).
[0075] In particular, if the second signal strength value is at least as high as the reference value (RSSI 2 ≥ RSSI ref), the second aircraft 12 can be determined as relevant; otherwise (RSSI 2 < RSSI ref) it can be determined as irrelevant.
[0076] Relevant information that identifies an aircraft as relevant or irrelevant is stored in a database (in data processing facility 21).
[0077] Additionally, the reference value (or alternatively, the second signal strength value) can be adjusted before comparison depending on the transponder operating mode of the second aircraft's transponder 12, for example, by adding an offset value. For instance, Mode A or Mode C transponder signals, due to their shorter telegram length (length of the transponder signal) compared to Mode S transponder signals and their different signal characteristics, exhibit a higher signal-to-noise ratio and thus a different average RSSI value. Therefore, a reference value adjusted by adding offset values can be used for Mode A and Mode C transponder signals. To determine the offset, frequency distributions of the signal strength values of Mode A, Mode C, and Mode S transponder signals are compared.
[0078] In Fig. 5The corresponding frequency distributions are illustrated. Curves 51 represent frequency distributions of RSSI values for Mode S transponder signals for three different days. Curves 52 represent frequency distributions of RSSI values for Mode A and Mode C transponder signals for the same three days. While most Mode A and Mode C transponder signals have an RSSI value around 62 to 63, the maximum RSSI value for Mode S transponder signals is 51 or 52, depending on the day. This results in an offset value between 10 and 12.
[0079] Consequently, a reference value determined from Mode S transponder signals, if the second transponder signal 16 is a Mode A or Mode C transponder signal, would be to increase an offset value between 10 and 12 before comparing the second signal strength value to the reference value.
[0080] Additionally, the first and / or second signal strength values (or the second signal strength value alone) can be smoothed. This takes into account previous (earlier) first or second signal strength values. For example, the second signal strength value RSSI 2 can be smoothed as a moving average. Specifically, when calculating the average, the earlier second signal strength value RSSI 2,old can be weighted at 4 / 5 and the (current) second signal strength value RSSI 2 at 1 / 5; that is, the second signal strength value RSSI 2 is replaced by the moving average. RSSI 2 + 4 ⋅ RSSI 2 , alt 5 .
[0081] In a seventh step, an output signal for the marking device 11 for marking the aviation obstacle 10 is generated depending on the presence or absence of at least one relevant aircraft (for example, depending on the presence or absence of a database entry for a relevant aircraft) and transmitted to the marking device 11 for switching the marking / obstacle light.
[0082] Fig. 6 a schematic representation of a method for marking an aviation obstacle, which is carried out in system 20 with the receiving device 25, the data processing device 21 and the marking device 11.
[0083] First, the first transponder signals 16 and (if necessary, with a time delay) the second transponder signal 16 are received in the receiving device 25, transmitted to the data processing unit 21, and thus made available in the data processing unit 21 (step 61). According to step 62, the aforementioned (computer-implemented) procedure is carried out in the data processing unit 21 using the provided signals, thereby generating the output signal. This is transmitted to the marking device 11 (step 63). Depending on the output signal (received in the marking device 11), the marking of the aviation obstacle 10 is activated by means of the marking device 11 (step 64).
[0084] In particular, the output signal is repeatedly generated and transmitted for the duration that at least one relevant aircraft is not present. The marking is / remains switched off only if the output signal is regularly received by the marking device 11. This ensures that the lighting is activated even in the event of a fault.
[0085] The features disclosed in the foregoing description, the claims and the drawings may be important for the realization of the various embodiments, both individually and in any combination. Reference symbol list
[0086] 10 Aviation obstacle 11 Marking device 12 First / second aircraft 13 Area of effect 14 Safety area 15 Detection area 16 First / second transponder signal 20 System 21 Data processing device 22 Processor 23 Memory 24 Communication interface 25 Receiving device 31-37 Steps 41 Curve 42 Intersection 51, 52 Curves 61-64 Steps
Claims
1. Computer-implemented method for marking an air traffic obstacle (10), comprising the following steps: - providing first transponder signals (16), which are each assigned to an aircraft (12) of a plurality of first aircrafts (12) and each comprise current position information of the aircraft (12), and providing respective first signal strength values for the first transponder signals (16); and - determining, from the first transponder signals (16), respective distances of the first aircrafts (12) from an air traffic obstacle (10); characterized by the following steps: - determining normalized signal strength values by means of respective normalization of the first signal strength values; - determining a reference value from a lowest or a plurality of lowest of the normalized signal strength values; - providing a second transponder signal (16), which is assigned to a second aircraft (12), and a second signal strength value for the second transponder signal (16); - determining the second aircraft (12) as a relevant aircraft or determining the second aircraft (12) as an irrelevant aircraft using a comparison of the second signal strength value with the reference value; and - generating an output signal for a marking device (11) for marking the air traffic obstacle (10) depending on the presence or depending on the absence of at least one relevant aircraft.
2. Method according to Claim 1, wherein the normalization of the first signal strength values is carried out with respect to a common distance value.
3. Method according to Claim 2, wherein the common distance value corresponds to a predetermined safety distance from the air traffic obstacle (10).
4. Method according to at least one of the preceding claims, wherein the normalization of the first signal strength values is carried out by means of a Friis transmission equation.
5. Method according to at least one of the preceding claims, furthermore comprising: - smoothing of the second signal strength value taking into account at least one earlier second signal strength value for at least one earlier second transponder signal.
6. Method according to Claim 5, wherein the smoothing of the second signal strength value is carried out by means of determining a simple or weighted moving average value.
7. Method according to at least one of the preceding claims, wherein the reference value corresponds to the lowest normalized signal strength value or to an average value of the plurality of lowest of the normalized signal strength values.
8. Method according to at least one of the preceding claims, wherein the second aircraft (12) is determined as a relevant aircraft if the second signal strength value is at least as high as the reference value.
9. Method according to at least one of the preceding claims, furthermore comprising: - adapting, before the comparison, the reference value or the second signal strength value depending on a transponder operating mode for the second transponder signal (16).
10. Method according to Claim 9, wherein the adapting is carried out by means of adding or subtracting an offset value to / from the reference value or to / from the second signal strength value, wherein the offset value has been determined by means of comparing frequency distributions of signal strength values for different transponder operating modes.
11. Method according to Claim 10, furthermore comprising: - updating the offset value within an offset value time interval.
12. Method according to at least one of the preceding claims, furthermore comprising: - updating the reference value within a reference value time interval.
13. Method for marking an air traffic obstacle (10), carried out in a system (20) having a receiving device, a data processing device (21) and a marking device (11), and comprising the following steps: - receiving first transponder signals (16) and a second transponder signal (16) in the receiving device (25); - transmitting the first transponder signals (16) and the second transponder signal (16) to the data processing device (21); - carrying out the method according to at least one of the preceding claims in the data processing device (21); - transmitting an output signal from the data processing device (21) to the identification device (11); and - switching a marking of the air traffic obstacle (10) by means of the marking device (11) depending on the output signal.
14. Data processing device (21), comprising at least one processor (22) which is set up to carry out the method according to at least one of Claims 1 to 12.
15. System (20) for marking an air traffic obstacle (10), comprising a receiving device (25), a data processing device (21) and a marking device (11), wherein - the receiving device (25) is configured to receive first transponder signals (16) and a second transponder signal (16) and to transmit them to the data processing device (21); - the data processing device (21) is configured to carry out the method according to at least one of Claims 1 to 12 and to transmit an output signal to the marking device (11); and - the marking device (11) is configured to switch a marking of the air traffic obstacle (10) depending on the output signal.