System and method for monitoring spacing between aircraft

Abstract

The present disclosure relates to a method and system for monitoring spacing between aircraft. The method comprises the following steps: receiving data from a first aircraft and a second aircraft, wherein the data comprises space coordinates of the first aircraft and the second aircraft; calculating a distance between the first aircraft and the second aircraft based on the spatial coordinates; determining an approach speed between the first aircraft and the second aircraft based on a change in the distance; selecting different interval control models depending on the approach speed; and monitoring a distance between the first aircraft and the second aircraft based on the selected interval control model.

Description

Technical Field

[0001] The present disclosure relates to the field of aircraft traffic monitoring and alerting, and more particularly to a system and method for monitoring the intervals between aircraft. Background Art

[0002] In modern civil aircraft, the Traffic Collision Avoidance System (TCAS) plays an important role in avoiding mid-air collisions and preventing dangerous approaches. It is an essential system for large civil transport aircraft.

[0003] However, the current TCAS system only considers general flight situations and involves only a single safety interval control model. It is difficult to deal with distance conflicts in different situations, affecting flight safety.

[0004] The present disclosure has been improved with respect to but not limited to the above-mentioned factors. Summary of the invention

[0005] To this end, the present disclosure proposes a system and method for monitoring the intervals between aircraft. The system and method of the present disclosure integrates aircraft real-time data reception, fusion processing, dual-aircraft safety interval control model and safety interval monitoring, and can adaptively select different safety interval control models to adapt to different flight situations. For example, in a test flight scenario, the system and method of the present disclosure can be applied to TCAS dual-aircraft close-range conflict flight test ground command monitoring, and can provide ground commanders and engineering and technical personnel with real-time, intuitive and accurate dual-aircraft mutual position status, warning predictions and warning prompts, and can effectively control the risk of mid-air collision of aircraft. On the basis of this, the test flight mission can be completed efficiently, and the test flight implementation of the TCAS system of civil aircraft airborne products can be supported.

[0006] In this way, the present disclosure constructs a safety interval control system and method including real-time status data transmission, reception and fusion processing of two aircraft, an adaptive safety interval control model, and three-dimensional visualization monitoring software, to achieve safety interval control of the TCAS system in various situations (such as conflict test flights, abnormal aircraft flights, etc.), and ensure the flight safety of aircraft.

[0007] According to a first aspect of the present disclosure, there is provided a method for monitoring the interval between aircraft, comprising: receiving data from a first aircraft and a second aircraft, the data comprising spatial coordinates of the first aircraft and the second aircraft; calculating the distance between the first aircraft and the second aircraft based on the spatial coordinates; determining a closing speed between the first aircraft and the second aircraft based on a change in the distance; selecting different interval control models depending on the closing speed; and monitoring the distance between the first aircraft and the second aircraft based on the selected interval control model.

[0008] According to an embodiment, the spatial coordinates include latitude and longitude coordinates and flight altitude coordinates of the aircraft.

[0009] According to another embodiment, the spatial coordinates are from a global positioning system, including GPS, BeiDou positioning system, Galileo positioning system, and GLONASS positioning system.

[0010] According to another embodiment, selecting different interval control models depending on the approach speed includes: when the approach speed is less than a predetermined threshold, selecting a drum-type interval control model, wherein the drum-type interval control model is a sphere with a radius of DMOD cut by a plane of Z=±VH, wherein DMOD and VH are industry standard values ​​that vary depending on the degree of threat posed by one of the first aircraft and the second aircraft to the other, and Z is the distance on a vertical axis with the relevant aircraft as the origin; and when the approach speed is greater than or equal to the predetermined threshold, selecting a spherical interval control model, wherein the spherical interval control model is a sphere with a radius of the approach speed multiplied by τ, wherein τ is a value that depends on the flight altitude of the aircraft and the degree of threat posed by one of the first aircraft and the second aircraft to the other.

[0011] According to yet another embodiment, τ also depends on the reaction time of the pilot of the aircraft.

[0012] According to yet another embodiment, the threat level of one of the first aircraft and the second aircraft to the other includes four levels: “other traffic”, “approaching traffic”, “traffic advisory” and “resolution advisory”.

[0013] According to another embodiment, the method further includes: in the case of selecting the drum-type interval control model, determining whether the two aircraft reach the warning condition related to the threat level based on the horizontal distance and the vertical distance between the first aircraft and the second aircraft; in the case of selecting the spherical interval control model, determining whether the two aircraft reach the warning condition related to the threat level based on the distance between the first aircraft and the second aircraft.

[0014] According to yet another embodiment, the method further comprises displaying the first aircraft and the second aircraft based on the selected different interval control models, so as to realize a three-dimensional display and / or a two-dimensional display of the real-time situation of the two aircrafts.

[0015] According to another embodiment, the three-dimensional display realizes rotation, movement, enlargement and reduction of the first aircraft and / or the second aircraft, the top view in the plane display shows the horizontal position and track of the first aircraft and / or the second aircraft, and the side view in the plane display shows the relative altitude status and track of the first aircraft and the second aircraft.

[0016] According to yet another embodiment, the three-dimensional and / or two-dimensional display further shows the altitude difference, closing speed, distance, and estimated time to arrival traffic advisory and estimated time to arrival resolution advisory of the first aircraft and the second aircraft.

[0017] According to a second aspect of the present disclosure, a system for monitoring the interval between aircraft is provided, comprising: a data receiving module, the data receiving module being configured to receive data from a first aircraft and a second aircraft, the data comprising spatial coordinates of the first aircraft and the second aircraft; a calculation module, the calculation module being configured to calculate the distance between the first aircraft and the second aircraft based on the spatial coordinates, and to determine a closing speed between the first aircraft and the second aircraft based on a change in the distance; a model selection module, the model selection module being configured to select different interval control models depending on the closing speed; and an interval monitoring module, the interval monitoring module being configured to monitor the distance between the first aircraft and the second aircraft based on the selected interval control model.

[0018] According to one embodiment, selecting different interval control models depending on the approach speed includes: when the approach speed is less than a predetermined threshold, selecting a drum-type interval control model, wherein the drum-type interval control model is a sphere with a radius of DMOD cut by a plane of Z=±VH, wherein DMOD is an industry standard value that varies depending on the degree of threat posed by one of the first aircraft and the second aircraft to the other, and VH is an industry standard value; and when the approach speed is greater than or equal to the predetermined threshold, selecting a spherical interval control model, wherein the spherical interval control model is a sphere with a radius of the approach speed multiplied by τ, wherein τ is a value that depends on the flight altitude of the aircraft and the degree of threat posed by one of the first aircraft and the second aircraft to the other.

[0019] According to yet another embodiment, the system further comprises a display module, wherein the display module is configured to display the first aircraft and the second aircraft based on the selected different interval control models, so as to realize three-dimensional and / or planar display of the real-time situation of the two aircrafts.

[0020] According to a third aspect of the present disclosure, an aircraft and / or a ground monitoring station is provided, wherein the aircraft and / or the ground monitoring station comprises a processor and a memory, wherein the memory stores processor-executable instructions, and the processor-executable instructions implement the method according to the first aspect of the present disclosure when executed by the processor.

[0021] Aspects generally include methods, apparatus, systems, computer program products, and processing systems substantially as described herein with reference to and as illustrated by the accompanying figures.

[0022] The foregoing has broadly outlined the features and technical advantages of examples according to the present disclosure so that the following detailed description can be better understood. Additional features and advantages will be described hereinafter. The disclosed concepts and specific examples can be easily used as the basis for modifying or designing other structures for implementing the same purpose as the present disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The characteristics of the concepts disclosed herein, both in terms of their organization and method of operation, and the associated advantages will be better understood by considering the following description in conjunction with the accompanying drawings. Each of the accompanying drawings is provided for illustration and description purposes and does not define limitations on the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to understand in detail the manner in which the above-stated features of the present disclosure are used, the above briefly summarized content may be described in more detail with reference to various aspects, some of which are illustrated in the accompanying drawings. However, it should be noted that the accompanying drawings illustrate only certain typical aspects of the present disclosure and should not be considered to limit its scope, as the description may allow for other equally effective aspects. The same reference numerals in different drawings may identify the same or similar elements.

[0024] Figure 1 A schematic diagram showing the threat level levels for a TACS system in the prior art is shown;

[0025] Figure 2 A flow chart showing a method of monitoring separation between aircraft according to an example embodiment of the present disclosure;

[0026] Figure 3 A schematic diagram of a drum-type interval control model according to an example embodiment of the present disclosure is shown;

[0027] Figure 4 A screenshot showing a display screen of a dual-machine situation according to an example embodiment of the present disclosure is shown;

[0028] Figure 5 A schematic block diagram of a system for monitoring the separation between aircraft according to an example embodiment of the present disclosure is shown;

[0029] Figure 6 A ground monitoring station according to an example embodiment of the present disclosure is shown; and

[0030] Figure 7 A schematic diagram of an aircraft according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0031] The inventors recognize that TCAS improves the crew's situational awareness by displaying surrounding aircraft and provides avoidance guidance to the crew when necessary to avoid invading aircraft. Currently, TCAS classifies target aircraft into four levels according to the degree of threat to the own aircraft, namely "other traffic (OT)", "approaching traffic (PT)", "traffic advisory (TA)" and "resolution advisory (RA)" based on the flight parameters of the monitored target aircraft and the own aircraft, combined with the traffic collision avoidance model. For the target aircraft that generates RA, vertical avoidance measures are provided to ensure that the own aircraft maintains a safe flight interval with the target aircraft. TCAS interrogates the transponder of the conflicting aircraft, and based on the response of the transponder, TCAS determines the relative position, distance, closing rate and relative altitude of each conflicting aircraft. Then, TCAS calculates the trajectory of the approaching aircraft, the closest point of approach and the estimated entry time. When the relative position with the conflicting aircraft indicates a collision threat, an audio and visual advisory is generated. TCAS takes all conflicting aircraft into account and optimizes vertical instructions to ensure sufficient track spacing and minimum vertical speed changes. Reference Figure 1 , which shows a schematic diagram of threat level levels for a TACS system in the prior art.

[0032] However, the current TCAS system only considers general flight situations and involves only a single safety interval control model, which makes it difficult to deal with distance conflicts in different situations, affecting flight safety. For example, aircraft invade the flight path of the target aircraft in different directions and at different speeds for various reasons, making it difficult for the current TCAS system to deal with it. For example, during the air cruise flight phase, the horizontal interval between two aircraft is usually greater than 20 kilometers, and the minimum vertical interval is not less than 300 meters; however, during the implementation of the TCAS conflict test flight, it is necessary to trigger the traffic advisory (TA) and decision advisory (RA) alarms. After the alarm, the two aircraft will have an "air collision" in 20 seconds to 35 seconds, which is an extremely dangerous situation.

[0033] In addition, the traditional TCAS two-aircraft cooperative test flight mainly refers to the method of military aircraft formation flight, mainly based on the autonomous cooperative control of the lead aircraft and the wingman in the air. Due to the different training modes and requirements between military aircraft and civil aircraft, the civil aviation test flight field lacks training and experience in formation flight, and there is a great risk of relying solely on the autonomous control of the test pilot. Secondly, in the traditional TCAS two-aircraft test flight, the ground control command can only roughly monitor the relative height and relative position of the aircraft, usually with a position accuracy of 1 nautical mile and an altitude accuracy of the order of 100 feet. The inability to accurately monitor the status of the aircraft on the ground brings greater uncertainty to high-risk test flights, and the inability to provide command and coordination in a timely manner not only affects the efficiency of flight command, but also affects the safety of test flights.

[0034] To this end, the present disclosure proposes a system and method for monitoring the intervals between aircraft. The system and method of the present disclosure integrates aircraft real-time data reception, fusion processing, dual-aircraft safety interval control model and safety interval monitoring, and can adaptively select different safety interval control models to adapt to different flight situations. For example, in a test flight scenario, the system and method of the present disclosure can be applied to TCAS dual-aircraft close-range conflict flight test ground command monitoring, and can provide ground commanders and engineering and technical personnel with real-time, intuitive and accurate dual-aircraft mutual position status, warning predictions and warning prompts, and can effectively control the risk of mid-air collision of aircraft. On the basis of this, the test flight mission can be completed efficiently, and the test flight implementation of the TCAS system of civil aircraft airborne products can be supported.

[0035] In this way, the present disclosure constructs a safety interval control system and method including real-time status data transmission, reception and fusion processing of two aircraft, an adaptive safety interval control model, and three-dimensional visualization monitoring software, to achieve safety interval control of the TCAS system in various situations (such as conflict test flights, abnormal aircraft flights, etc.), and ensure the flight safety of aircraft.

[0036] The detailed description set forth below in conjunction with the accompanying drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. This detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts may be practiced without these specific details.

[0037] refer to Figure 2 , which shows a flow chart of a method 200 for monitoring the separation between aircraft according to an example embodiment of the present disclosure.

[0038] like Figure 2As shown, at block 210, method 200 may include receiving data from a first aircraft and a second aircraft. In one embodiment, the data may include spatial coordinates of the first and second aircraft. For example, the spatial coordinates may include longitude and latitude coordinates and flight altitude coordinates of the aircraft. In one example, the spatial coordinates may be from a global positioning system, such as GPS, Beidou positioning system, Galileo positioning system, GLONASS positioning system, etc.

[0039] In an embodiment of the present disclosure, the method 200 may be performed by an aircraft, and the aircraft may be, for example, a first aircraft. In this embodiment, receiving data from the first aircraft may be receiving global positioning data from the aircraft.

[0040] In another embodiment of the present disclosure, method 200 may be performed by a ground monitoring station. In this embodiment, the data received from the first aircraft and the second aircraft may be global positioning data received from the aircraft through any suitable communication means, such as a ground-to-air communication system, etc. In this way, data from other aircraft in all directions in front, behind, left, right, and above the aircraft will be received, greatly increasing the monitoring range of the present disclosure.

[0041] In another embodiment of the present disclosure, receiving data from the first aircraft and the second aircraft may include respectively receiving real-time position and status data of the aircraft from telemetry or other equivalent means of the two aircraft, compiling, decoding, verifying and other operations on the received data to implement parsing, naming, screening, distribution and other processing of the data of the two aircraft, and also filtering, synchronizing and aligning the data for subsequent use.

[0042] At block 220 , method 200 may include calculating a distance between the first aircraft and the second aircraft based on the spatial coordinates, and at block 230 , determining a closing speed between the first aircraft and the second aircraft based on a change in the distance.

[0043] For example, we can assume that the spatial coordinates of the first aircraft and the second aircraft at time t are (X0, Y0, Z0) and (X1, Y1, Z1) respectively. Then, in the coordinate system with the center of mass of the first aircraft as the origin at time t, the spatial coordinates of the second aircraft (X, Y, Z) = (X1-X0, Y1-Y0, Z1-Z0). Therefore, the spatial distance d between the two aircraft at this time can be calculated as follows:

[0044]

[0045] Furthermore, the closing speed of the two aircraft is d', which is the time derivative of the distance d.

[0046] Subsequently, at block 240, the method 200 may include selecting a different separation control model depending on the closing speed. In one embodiment, selecting a different separation control model depending on the closing speed may include: when the closing speed is less than a predetermined threshold, selecting a drum-type separation control model, wherein the drum-type separation control model is a sphere with a radius of DMOD cut by a plane of Z=±VH, wherein DMOD and VH are industry standard values ​​that vary depending on the threat level of one of the first and second aircraft to the other, and Z is a distance on a vertical axis with the relevant aircraft as the origin; and when the closing speed is greater than or equal to a predetermined threshold, selecting a spherical separation control model, wherein the spherical separation control model is a sphere with a radius of the closing speed multiplied by τ, wherein τ is an industry standard value that depends on the flight altitude of the aircraft and the threat level of one of the first and second aircraft to the other, and Z is a vertical axis. In this embodiment, the predetermined threshold may be any suitable value, such as 6 knots. In the embodiment of the present disclosure, according to industry standards, the threat level of one of the first aircraft and the second aircraft to the other may include four levels: "other traffic (OT)", "nearby traffic (PT)", "traffic advisory (TA)" and "resolution advisory (RA)". Of course, those skilled in the art will understand that any other appropriate threat level may also be set, such as in the monitored traffic area ( Figure 3 not shown).

[0047] refer to Figure 3 , which shows a schematic diagram of a drum-type interval control model according to an exemplary embodiment of the present disclosure. Figure 3 As shown, at a flight altitude of 12,000 ft, the VH associated with the RA threat level may be set to 600 ft, while the VH associated with the TA threat level may be set to 850 ft.

[0048] In another embodiment of the present disclosure, τ may also depend on the reaction time of the pilot of the aircraft. For example, τ may be selected to be large enough so that the pilot has enough time to make adjustment operations to ensure flight safety, and τ may also be selected to be sufficiently small so that the alarm is not triggered frequently.

[0049] In another embodiment of the present disclosure, the method 200 may further include, in the case of selecting the drum-type interval control model, determining whether the first aircraft and the second aircraft have reached the warning condition associated with the corresponding threat level based on the horizontal distance and the vertical distance between the two aircraft. In other words, in this embodiment, only when both the horizontal distance and the vertical distance enter the range associated with the corresponding threat level will the warning associated with the threat level be triggered. In the case of selecting the spherical interval control model, the method 200 may include determining whether the two aircraft have reached the warning condition associated with the corresponding threat level based on the distance between the first aircraft and the second aircraft. In other words, in this embodiment, the method 200 may determine whether one of the first aircraft and the second aircraft has entered the area of ​​the other of the first aircraft and the second aircraft associated with the corresponding threat level and trigger an alarm based on the "combined vector" (herein referred to as the distance) based on the horizontal distance and the vertical distance between the first aircraft and the second aircraft.

[0050] Continue to refer Figure 1 The method 200 may include monitoring the distance between the first aircraft and the second aircraft based on the selected interval control model. For example, when one of the first aircraft and the second aircraft enters an area of ​​the other of the first aircraft and the second aircraft associated with a corresponding threat level, triggering a corresponding warning.

[0051] In another embodiment of the present disclosure, method 200 may also optionally include displaying the first aircraft and the second aircraft based on the selected different interval control models to achieve a three-dimensional and / or planar display of the real-time situation of the two aircraft. According to this embodiment, the three-dimensional display realizes the rotation, movement, enlargement and reduction of the first aircraft and / or the second aircraft, the top view in the planar display shows the horizontal position and track of the first aircraft and / or the second aircraft, and the side view in the planar display shows the relative altitude state and track of the first aircraft and the second aircraft. In one embodiment, the three-dimensional and / or planar display also shows various parameters, including the altitude difference, closing speed, distance, estimated time required for traffic consultation and estimated time required for decision consultation, etc. between the first aircraft and the second aircraft.

[0052] refer to Figure 4 , which shows a screenshot of a display screen of a dual-machine situation according to an exemplary embodiment of the present disclosure. Figure 4As shown, the three-dimensional picture of the dual-aircraft situation is shown in the lower part, the plane display in the form of a top view and a side view is shown in the middle part, and various parameters are shown in the upper part. In this way, method 200 provides a three-dimensional stereoscopic display, a two-dimensional plane display, and an alarm prediction and prompt display of the dual-aircraft situation, so that key intuitive information can be provided to relevant personnel (such as ground personnel, crew members, etc.), support the monitoring of close-range conflicts between dual aircraft, and effectively improve flight safety. For example, in test flight applications, these display pictures can provide key intuitive information to ground test flight commanders and engineering and technical personnel, support the command and monitoring of close-range conflicts between dual aircraft, and enable test flights to be carried out efficiently and safely; in tower monitoring applications, these display pictures enable tower personnel to monitor the status of each aircraft more intuitively, so that each aircraft can be commanded to take off and land more safely and conveniently.

[0053] refer to Figure 5 , which shows a schematic block diagram of a system 500 for monitoring the separation between aircraft according to an example embodiment of the present disclosure.

[0054] like Figure 5 As shown, the system 500 may include a data receiving module 501, a calculation module 503, a model selection module 505, and an interval monitoring module 507. In an embodiment of the present disclosure, the data receiving module 501 may be configured to receive data from the first aircraft and the second aircraft, wherein the data may include the spatial coordinates of the first and second aircraft; the calculation module 503 may be configured to calculate the distance between the first aircraft and the second aircraft based on the spatial coordinates, and determine the closing speed between the first aircraft and the second aircraft based on the distance change; the model selection module 505 may be configured to select different interval control models depending on the closing speed; and the interval monitoring module 507 may be configured to monitor the distance between the first aircraft and the second aircraft based on the selected interval control model.

[0055] In one example, the spatial coordinates of the aircraft may include the latitude and longitude coordinates and the flight altitude coordinates of the aircraft. Further according to this example, the spatial coordinates may come from a global positioning system, such as GPS, Beidou positioning system, Galileo positioning system, GLONASS positioning system, etc. In this way, data of other aircraft in all directions of the front, back, left, right and above the aircraft will be received, so that the monitoring range of the present disclosure is greatly improved.

[0056] In another embodiment of the present disclosure, selecting different interval control models depending on the approach speed may include: when the approach speed is less than a predetermined threshold, selecting a drum-type interval control model, wherein the drum-type interval control model is a sphere with a radius of DMOD cut by a plane of Z=±VH, wherein DMOD and VH are industry standard values ​​depending on the degree of threat posed by one of the first aircraft and the second aircraft to the other, and Z is the distance on the vertical axis with the relevant aircraft as the origin; and when the approach speed is greater than or equal to a predetermined threshold, selecting a spherical interval control model, wherein the spherical interval control model is a sphere with a radius of the approach speed multiplied by τ, wherein τ is an industry standard value depending on the flight altitude of the aircraft and the degree of threat posed by one of the first aircraft and the second aircraft to the other, and Z is the vertical axis. In this embodiment, the predetermined threshold may be any suitable value, such as 6 knots. In an embodiment of the present disclosure, according to industry standards, the degree of threat posed by one of the first aircraft and the second aircraft to the other may include four levels of "other traffic (OT)", "nearby traffic (PT)", "traffic advisory (TA)" and "resolution advisory (RA)". Of course, those skilled in the art will appreciate that any other suitable threat level may also be set, such as monitoring traffic areas outside of other traffic ( Figure 3 not shown).

[0057] In another embodiment of the present disclosure, τ may also depend on the reaction time of the pilot of the aircraft. For example, τ may be selected to be large enough so that the pilot has enough time to make adjustment operations to ensure flight safety, and τ may also be selected to be sufficiently small so that the alarm is not triggered frequently.

[0058] In another embodiment of the present disclosure, in the case of selecting the drum-type interval control model, it can be determined based on the horizontal distance and vertical distance between the first aircraft and the second aircraft whether the two aircraft have reached the warning condition related to the corresponding threat level. In other words, in this embodiment, only when both the horizontal distance and the vertical distance enter the range related to the corresponding threat level will the warning related to the threat level be triggered. In the case of selecting the spherical interval control model, it can be determined based on the distance between the first aircraft and the second aircraft whether the two aircraft have reached the warning condition related to the corresponding threat level. In other words, in this embodiment, it can be determined based on the "combined vector" (herein referred to as distance) based on the horizontal distance and vertical distance between the first aircraft and the second aircraft whether one of the first aircraft and the second aircraft enters the area of ​​the other of the first aircraft and the second aircraft related to the corresponding threat level and triggers the warning.

[0059] In another embodiment of the present disclosure, the system 500 may also optionally include a display module 509 (eg, Figure 5). In this embodiment, the display module 509 may be configured to display the first aircraft and the second aircraft based on the different selected interval control models to achieve a three-dimensional and / or planar display of the real-time situation of the two aircraft. According to this embodiment, the three-dimensional display can realize the rotation, movement, enlargement and reduction of the first aircraft and / or the second aircraft, the top view in the planar display can show the horizontal position and track of the first aircraft and / or the second aircraft, and the side view in the planar display can show the relative altitude state and track of the first aircraft and the second aircraft. Further according to this embodiment, the three-dimensional and / or planar display also shows various parameters, including the altitude difference, closing speed, distance, estimated time required for traffic consultation and estimated time required for decision consultation, etc. between the first aircraft and the second aircraft.

[0060] refer to Figure 6 , which shows a ground monitoring station 600 according to an example embodiment of the present disclosure. Figure 6 As shown, the ground monitoring station 600 may receive data (especially spatial coordinates) from the aircraft to implement the method for monitoring the distance between aircrafts (such as method 200) of the present disclosure. In one embodiment, the ground monitoring station 600 may include a processor and a memory, and the memory stores processor-executable instructions. When the processor-executable instructions are executed, the method for monitoring the distance between aircrafts (such as method 200) of the present disclosure is implemented. It will be understood that although Figure 6 Only two aircraft are shown in the figure, but the ground monitoring station 600 can receive data from any number of aircraft, which will not be described in detail here.

[0061] refer to Figure 7 , which shows an aircraft 700 according to an example embodiment of the present disclosure. In one embodiment, the aircraft 700 may include a processor and a memory, wherein the memory stores processor-executable instructions, which, when executed by the processor, implement the method of monitoring the distance between aircrafts (such as method 200) of the present disclosure as a supplement or replacement for the existing TCAS system.

[0062] As described above, the present disclosure proposes a set of real-time, high-precision, three-dimensional visualization, and more comprehensive parameter display systems and methods, which provide a safe and efficient solution for aircraft and / or ground monitoring and command in various situations (such as TCAS close-range conflict test flights). For example, the method and system of the present disclosure can be used for test flight verification of civil aircraft airborne avionics TCAS systems, which can achieve a successful flight test once, greatly improve test efficiency, reduce flight costs, and make extremely high-risk TCAS flight tests safer, greatly reducing test flight risks. The method and system of the present disclosure can also be applied to monitoring and control by towers, etc., to improve the efficiency and safety of aircraft scheduling.

[0063] In the method and system disclosed in the present invention, the real-time status data transmission, reception and fusion processing, interval control and visual monitoring of two aircraft are realized. The data transmission, reception and fusion processing include receiving the real-time position and status data of the aircraft from the telemetry of the two aircraft or other equivalent channels respectively, compiling, decoding, verifying and other operations on the received data to realize the parsing, naming, screening, distribution and other processing of the data of the two aircraft, and filtering, synchronizing, aligning and forwarding these data for subsequent use. The interval control includes determining the position change of the two aircraft according to the received data, and calculating the relative motion state of the aircraft, the approaching speed, the warning prediction, the warning prompt and the corresponding safety protection boundary of the interval control model in real time. The boundary size of the interval control model depends on the approaching speed of the two aircraft and the warning threshold (τ), etc.

[0064] In the method and system of the present disclosure, the calculations involved include:

[0065] 1) Calculate the distance between the two aircraft (or slant distance) based on the aircraft's real-time latitude and longitude and flight altitude data;

[0066] 2) Calculate the closing speed of the two aircraft based on the distance change;

[0067] 3) Selecting an interval control model according to the approach speed and calculating the protection zone boundary of the interval control model based on the approach speed and the warning time threshold;

[0068] 4) Determine whether the horizontal distance, vertical distance or slant distance between the two aircrafts meets the warning conditions;

[0069] 5) Calculate the expected warning time based on the distance between the two aircraft, the boundary of the protection zone and the approach speed.

[0070] The above detailed description includes references to the accompanying drawings, which form part of the detailed description. The accompanying drawings illustrate specific embodiments that can be practiced by way of illustration. These embodiments are also referred to herein as "examples". Such examples may include elements other than those shown or described. However, examples including the elements shown or described are also contemplated. In addition, examples using any combination or arrangement of those elements shown or described are also contemplated, or with reference to the specific examples (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.

[0071] In the appended claims, the terms "including" and "comprising" are open ended, that is, systems, devices, articles, or processes having elements other than those elements listed after such terms in a claim are still deemed to fall within the scope of that claim. Furthermore, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels and are not intended to indicate a numerical order to their objects.

[0072] In addition, the order of each operation explained in this specification is exemplary. In alternative embodiments, each operation can be performed in a different order than that shown in the drawings, and each operation can be combined into a single operation or split into more operations.

[0073] The above description is intended to be illustrative, not restrictive. For example, the examples described above (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used, such as by a person of ordinary skill in the art, after reviewing the above description. The abstract allows the reader to quickly determine the nature of the present technology disclosure. The abstract is submitted, and it is understood that the abstract will not be used to interpret or limit the scope or meaning of the claims. In addition, in the above specific embodiments, various features may be grouped together to make the disclosure fluent. However, the claims may not state every feature disclosed herein, because the embodiments may characterize a subset of the features. In addition, the embodiments may include fewer features than those disclosed in a particular example. Therefore, the attached claims are thus incorporated into the specific embodiments, and a claim exists independently as a separate embodiment. The scope of the embodiments disclosed herein should be determined with reference to the attached claims and the full scope of equivalents to which such claims are entitled.

Claims

1. A method for monitoring the interval between aircraft, characterized in that: include: receiving data from a first aircraft and a second aircraft, the data including spatial coordinates of the first aircraft and the second aircraft; calculating a distance between the first aircraft and the second aircraft based on the spatial coordinates; determining a closing speed between the first aircraft and the second aircraft based on the change in the distance; selecting different interval control models depending on the approach speed; as well as A distance between the first aircraft and the second aircraft is monitored based on the selected separation control model.

2. The method according to claim 1, characterized in that The spatial coordinates include the latitude and longitude coordinates and the flight altitude coordinates of the aircraft.

3. The method according to claim 2, characterized in that The spatial coordinates are from the global positioning system, including GPS, Beidou positioning system, Galileo positioning system, and GLONASS positioning system.

4. The method according to claim 1, characterized in that: Different interval control models are selected depending on the closing speed including: When the closing speed is less than a predetermined threshold, selecting a drum-type separation control model, wherein the drum-type separation control model is a sphere with a radius of DMOD cut by a plane of Z=±VH, wherein DMOD and VH are industry standard values ​​that vary depending on the threat level of one of the first aircraft and the second aircraft to the other, and Z is a distance on a vertical axis with the relevant aircraft as the origin; and When the closing speed is greater than or equal to the predetermined threshold, a spherical interval control model is selected, wherein the spherical interval control model is a sphere with a radius equal to the closing speed multiplied by τ, wherein τ is a value depending on the flight altitude of the aircraft and the degree of threat posed by one of the first aircraft and the second aircraft to the other.

5. The method according to claim 4, characterized in that τ also depends on the reaction time of the pilot of the aircraft.

6. The method according to claim 4, characterized in that The threat level of one of the first aircraft and the second aircraft to the other includes four levels: "other traffic", "adjacent traffic", "traffic advisory" and "resolution advisory".

7. The method according to claim 4, characterized in that Also includes: In the case where the drum-type separation control model is selected, whether the two aircrafts reach the warning condition associated with the threat level is determined based on the horizontal distance and the vertical distance between the first aircraft and the second aircraft: In the case where the spherical separation control model is selected, whether the first aircraft and the second aircraft reach a warning condition associated with the threat level is determined based on the distance between the two aircraft.

8. The method according to claim 1, characterized in that It also includes displaying the first aircraft and the second aircraft based on the selected different interval control models, so as to realize three-dimensional display and / or plane display of the real-time situation of the two aircrafts.

9. The method according to claim 8, characterized in that The three-dimensional display enables rotation, movement, enlargement and reduction of the first aircraft and / or the second aircraft, the top view in the plane display shows the horizontal position and track of the first aircraft and / or the second aircraft, and the side view in the plane display shows the relative altitude status and track of the first aircraft and the second aircraft.

10. The method according to claim 8, characterized in that The three-dimensional and / or two-dimensional display also shows the altitude difference, closing speed, distance, and ETA TTA and ETA RA of the first aircraft and the second aircraft.

11. A system for monitoring the separation between aircraft, characterized in that: include: a data receiving module, the data receiving module being configured to receive data from a first aircraft and a second aircraft, the data including spatial coordinates of the first aircraft and the second aircraft; a calculation module configured to calculate a distance between the first aircraft and the second aircraft based on the spatial coordinates, and determine a closing speed between the first aircraft and the second aircraft based on a change in the distance; a model selection module configured to select a different interval control model depending on the closing speed; and A separation monitoring module is configured to monitor a distance between the first aircraft and the second aircraft based on the selected separation control model.

12. The system according to claim 11, characterized in that Different interval control models are selected depending on the closing speed including: When the closing speed is less than a predetermined threshold, selecting a drum-type separation control model, wherein the drum-type separation control model is a sphere with a radius of DMOD cut by a plane of Z=±VH, wherein DMOD is an industry standard value that varies depending on a threat level of one of the first aircraft and the second aircraft to the other, and VH is an industry standard value; and When the closing speed is greater than or equal to the predetermined threshold, a spherical interval control model is selected, wherein the spherical interval control model is a sphere with a radius equal to the closing speed multiplied by τ, wherein τ is a value depending on the flight altitude of the aircraft and the degree of threat posed by one of the first aircraft and the second aircraft to the other.

13. The system according to claim 12, characterized in that It also includes a display module, which is configured to display the first aircraft and the second aircraft based on the selected different interval control models, so as to realize three-dimensional and / or planar display of the real-time situation of the two aircrafts.

14. An aircraft and / or ground monitoring station, characterized in that: The aircraft and / or the ground monitoring station comprises a processor and a memory, the memory storing processor-executable instructions which, when executed by the processor, implement the method according to any one of claims 1-10.

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