UWB runway intrusion detection and warning system

Abstract

A runway intrusion detection and warning system (100) for monitoring at least one entity (200), the system comprising an airport signaling device (801.1), where each of the one or more airport signaling devices (801.1) comprises a sensor unit comprising an ultra-wideband pulsed radio module, the ultra wide band pulse radio module is configured to at least transmit and / or receive at least one ultra wide band pulse radio signal for object detection; a traffic monitoring and management unit (700) in data communication with the sensor unit of the airport signaling device, the traffic monitoring and management unit (700) is configured to determine at least one traffic parameter (such as intrusion) of at least one entity (200) depending on traffic data supplied by sensor units of at least one or more airport signaling devices, the data is extracted from at least one ultra-wideband pulsed radio signal received by at least one of the one or more airport signaling devices.

Description

Technical Field

[0001] The present invention relates to a runway incursion detection and warning system for monitoring at least one entity (such as an aircraft or a ground vehicle) on an airport premises, and an airport traffic service system or an autonomous runway incursion warning system (ARIWS) including the runway incursion detection and warning system. Similarly, the present invention relates to an ultra-wideband-based positioning system integrated into airfield lighting equipment of at least one entity on an airport premises, and a surveillance system for an airport including the positioning system. Background Art

[0002] Runway incursions are a top safety concern at airports worldwide. A technological solution that has emerged to address these safety risks is the implementation of stop bars, a series of lights on taxiways used to indicate runway status between pilots and air traffic control (ATC). These lights are typically coupled to inductive loop sensors that require invasive construction to install cables into the taxiway surface, often requiring the airport to suspend operations, resulting in lost revenue. Typically, an airport may have more than one thousand signaling devices installed in the runway, taxiway, and apron areas. The introduction of traditional detectors such as loop sensors at multiple locations has a significant economic impact, and the presence of loop or microwave sensors also means additional maintenance.

[0003] There is also a need in the art to provide coverage for accurate positioning systems at airports. There is also a need to improve the identification of objects / personnel, particularly in the apron area. There is also a need in the art to provide an airport positioning system that allows for more efficient maintenance and monitoring. Summary of the Invention

[0004] Therefore, there is a need in the art to provide an airport with a non-invasive intrusion detection and warning system location system. Likewise, there is a need for improved detection, especially on taxiways. There is also a need in the art to provide early intrusion detection and a detection system that allows for easier maintenance and monitoring.

[0005] Thus, according to a first aspect of the present invention, there is provided a runway incursion detection and warning system for monitoring at least one entity, such as an aircraft or a ground vehicle, on an airport premises, the airport premises comprising at least one movement area, the area comprising at least one of a runway, a taxiway or an apron, the system comprising:

[0006] One or more airport signalling equipment, in particular:

[0007] - at least one light signalling device, such as a recessed lamp or one or more overhead lamps, or

[0008] - at least one visual signalling device, such as one or more indicator signs or one or more information signs;

[0009] wherein the one or more airport signaling devices each include a sensor unit including an ultra-wideband impulse radio module configured to at least transmit and / or receive at least one ultra-wideband impulse radio signal for object detection;

[0010] a traffic monitoring and management unit in data communication with the sensor unit of the one or more airport signalling devices, the traffic monitoring and management unit being configured to determine at least one traffic parameter of at least one entity, such as an impending intrusion of a critical area, an expected intrusion of a critical area, a size or a speed of the entity, depending on traffic data supplied by the sensor unit of at least one of the one or more airport signalling devices, the traffic data being extracted from at least one ultra-wideband impulse radio signal received by at least one of the one or more airport signalling devices.

[0011] According to a specific embodiment of the present invention, the runway incursion detection and warning system includes one or more of the following features:

[0012] The sensor unit of one or more airport signaling devices further comprises:

[0013] o optionally at least one communication unit for wired communication, such as power line communication, or for wireless communication, in particular ultra-wideband or LTE communication, said unit being configured to transmit traffic data to the traffic monitoring and management unit,

[0014] o optionally a computing unit configured to receive and accumulate said raw traffic data received from the ultra-wideband impulse radio module, process the raw traffic data, and deliver traffic data of at least one entity to said traffic monitoring and management unit,

[0015] oOptional power supply;

[0016] Traffic monitoring and management unit includes:

[0017] o optionally at least one communication unit configured to exchange data with the airport signaling device;

[0018] o a centralized processor configured to receive the traffic data of at least one entity transmitted by sensor units of one or more airport signaling devices, and to calculate at least one traffic parameter of the at least one entity based on the traffic data;

[0019] The computing unit of one or more airport signalling equipment is configured to host a traffic monitoring and management unit;

[0020] The computing unit of at least one of the one or more airport signaling devices is configured to host a traffic monitoring and management unit (700);

[0021] The computing unit of one of the one or more airport signaling devices is configured to host a traffic monitoring and management unit (700);

[0022] The computing unit of at least one of the one or more airport signaling devices is configured to host the traffic monitoring and management unit;

[0023] The central processor is arranged in or on any of the following: one or more airport signalling devices, a relay communication unit or a substation with power electronics as a source of power for a power supply for the one or more airport signalling devices;

[0024] the sensor units of the one or more airport signaling devices include a first group of sensor units of the one or more airport signaling devices, the first group of sensor units being arranged in a cluster-like configuration to cover a first area of ​​interest, the system including a relay communication unit, wherein the sensor units of the first group are positioned within an ultra-wideband coverage area of ​​the relay communication unit, the relay communication unit being operatively coupled to the traffic monitoring and management unit and configured to communicate data with the sensor units of the first group using ultra-wideband signals;

[0025] the central processing unit being arranged in or on another element selected from the group consisting of: airport light signalling equipment, such as recessed lights or overhead lights; and visual signalling equipment, such as indicator signs or information signs;

[0026] At least one ultra-wideband impulse radio signal received by at least one of the one or more airfield signaling devices comprises at least one of the following:

[0027] o an echoed ultra-wideband impulse radio signal that is reflected by at least one entity from an incident signal transmitted by at least one of the one or more airfield signaling devices, and / or

[0028] o an interfered ultra-wideband impulse radio signal, the interfered ultra-wideband impulse radio signal indicating that at least one entity is at least partially blocking an incident ultra-wideband impulse radio signal transmitted by at least one other of the one or more airfield signaling devices;

[0029] the one or more airport signaling devices comprising a set of at least one airport signaling device, the set of at least one airport signaling device defining a reference position, such as a holding position or a scanning position of a runway or a taxiway of at least one movement area, wherein the traffic monitoring and management unit is configured to detect an imminent intrusion of a critical area or an anticipated intrusion of a critical area from the traffic data if:

[0030] o when at least one entity is not sensed by the set of at least one airport signaling device at a reference location for a predefined time window, and / or

[0031] o when at least one entity is sensed by the set of at least one airport signaling devices to be crossing a reference location;

[0032] a set of at least one airport signaling device comprising a plurality of first embedded lights arranged along an array transverse to an activity direction of at least one activity zone and preferably arranged behind a reference position according to the activity direction, wherein traffic data is extracted from an echoed ultra-wideband impulse radio signal received by at least one of the lights and reflected by at least one entity from an incident ultra-wideband impulse radio signal emitted by at least one of the lights;

[0033] At least one set of airport signaling equipment comprising:

[0034] o at least one second airfield signalling device, in particular a second indication or information sign and / or a second overhead light, arranged on a first side of at least one activity area, said airfield signalling device defining a reference position; and

[0035] at least one third airfield signalling device, in particular a third indication or information sign and / or a third overhead light, arranged on a second side of the at least one movement area, opposite to the first side, the second and third airfield signalling devices being positioned at the same height along the movement direction of the at least one movement area,

[0036] The traffic data is extracted from at least one of the following:

[0037] o a first echo ultra-wideband impulse radio signal received by at least one of the second airport signal transmitting devices and at least one of the third airport signal transmitting devices and reflected by at least one entity from a first incident ultra-wideband impulse radio signal transmitted by at least one of the second airport signal transmitting devices and at least one of the third airport signal transmitting devices, respectively;

[0038] o a second echo ultra-wideband impulse radio signal received by at least one of the second airfield signal transmitting devices and reflected by at least one entity from a second incident ultra-wideband impulse radio signal transmitted by at least one of the second airfield signal transmitting devices;

[0039] o a third echo ultra-wideband impulse radio signal received by at least one of the third airfield signaling devices and reflected by at least one entity from a third incident ultra-wideband impulse radio signal transmitted by at least one of the third airfield signaling devices;

[0040] o a fourth echo ultra-wideband impulse radio signal received by at least one of the third airfield signaling devices and reflected by at least one entity from a fourth incident ultra-wideband impulse radio signal transmitted by at least one of the second airfield signaling devices;

[0041] o a fifth echo ultra-wideband impulse radio signal received by at least one of the second airfield signal transmitting devices and reflected by at least one entity from a fifth incident ultra-wideband impulse radio signal transmitted by at least one of the third airfield signal transmitting devices,

[0042] o a first interfered ultra-wideband impulse radio signal received by at least one of the third airfield signal transmitting devices and instructing the at least one entity to at least partially block a sixth incident ultra-wideband impulse radio signal transmitted by at least one of the second airfield signal transmitting devices, and / or

[0043] o a second interfered ultra-wideband impulse radio signal received by at least one of the second airfield signal transmitting devices and instructing at least one entity to at least partially block a seventh incident ultra-wideband impulse radio signal transmitted by at least one of the third airfield signal transmitting devices;

[0044] At least one set of airport signaling equipment comprising:

[0045] at least one fourth airfield signaling device, in particular a fourth indication or information sign or a fourth overhead light, arranged on the first side of the at least one activity area, said airfield signaling device defining a reference position,

[0046] The system optionally comprises at least one opposing airport signalling device which does not have an ultra-wideband impulse radio module or which does not have an ultra-wideband impulse radio module enabled in use, in particular an opposing sign or an opposing overhead light arranged on a second side of at least one airport activity area, opposite to the first side, wherein the fourth airport signalling device and the opposing airport signalling device are positioned at the same height along the activity direction of the at least one activity area; wherein the traffic data is extracted from an echo ultra-wideband impulse radio signal received by at least one of the fourth airport signalling devices and reflected by at least one entity from an incident ultra-wideband impulse radio signal emitted by at least one of the fourth airport signalling devices;

[0047] The central processing unit is arranged in or on the fourth indication or information sign or the fourth overhead light;

[0048] the set of at least one airport signaling device comprises at least one fifth embedded lamp arranged on a centerline of at least one activity zone and preferably before a reference position according to the activity direction, wherein traffic data is extracted from an echoed ultra-wideband impulse radio signal received by at least one of said lamps and reflected by at least one entity from an incident ultra-wideband impulse radio signal emitted by at least one of said lamps;

[0049] the one or more airport signalling devices comprising a cluster of airport signalling devices arranged on a centre line, a guide line or an edge line of the zone, wherein the traffic monitoring and management unit is configured to determine at least one of an impending intrusion of the critical zone, an expected intrusion of the critical zone, a size of at least one entity and / or a speed of said entity, and optionally a position of said entity along the line, based on traffic data supplied by the cluster of airport signalling devices, wherein the traffic data is extracted from echoing ultra-wideband impulse radio signals received by at least one airport signalling device of the cluster of airport signalling devices and reflected by at least one entity from an incident ultra-wideband impulse radio signal transmitted by at least one airport signalling device of the cluster of airport signalling devices;

[0050] The cluster of airport signaling equipment comprises a plurality of sixth recessed lights arranged on a centerline, optionally the at least fifth recessed light is included in the plurality of sixth recessed lights, preferably the plurality of sixth recessed lights comprises at least three recessed lights, preferably at least five recessed lights, more preferably at least ten recessed lights, in particular the lights are arranged continuously in series relative to one another;

[0051] The traffic monitoring and management unit is configured to detect an anticipated intrusion of the critical zone by at least one entity based on:

[0052] o location along the line; and / or

[0053] o a braking distance determined for the entity using the size and / or speed of the entity;

[0054] The traffic monitoring and management unit is configured to issue at least one alarm upon determining an imminent intrusion of a critical zone or an anticipated intrusion of a critical zone;

[0055] a transmitter adapted to transmit a synthesized voice message alert to at least one pilot of the at least one entity, wherein the transmitter is configured to transmit the synthesized voice message alert to the pilot upon detection of an imminent incursion of a critical zone or an anticipated incursion of a critical zone;

[0056] a broadcast system adapted to alert any person in the vicinity of a reference location where an imminent intrusion of a critical zone or an anticipated intrusion of a critical zone is anticipated;

[0057] Runway incursion detection and warning adapted to activate at least one light signaling device, such as at least one of: an elevated red stop bar, a recessed red stop bar, a first recessed light, a second elevated light, a third elevated light, a fourth elevated light, or an opposing elevated light, to visually warn at least one pilot of at least one entity upon detecting an imminent incursion of a critical area or an anticipated incursion of a critical area;

[0058] the sensor unit of the one or more airport signaling devices being configured to receive and transmit ultra-wideband impulse radio signals for data communication, wherein at least two of the one or more airport signaling devices are configured to exchange ultra-wideband impulse radio signals with each other via their respective sensor units;

[0059] the one or more airport signalling devices comprising a first communication device coupled to a power line, and wherein the central processor of the traffic monitoring and management unit is coupled to the power line and configured for data communication with the first communication device via the power line;

[0060] the sensor units of the one or more airport signaling devices comprising a first group of sensor units of the one or more airport signaling devices, the first group of sensor units being arranged in a cluster-like configuration to cover a first area of ​​interest, the system comprising a first relay communication unit, wherein the sensor units in the first group are positioned within an ultra-wideband coverage area of ​​the first relay communication unit, the first relay communication unit being operably coupled to the traffic monitoring and management unit and configured to communicate data with the sensor units of the first group using ultra-wideband signals.

[0061] one or more airport signalling devices comprising a second communication device configured to exchange data wirelessly with a central processor of the traffic monitoring and management unit, in particular via WiFi, LTE 4G, LTE 5G;

[0062] a sensor unit of the traffic monitoring and management unit or one or more airport signaling devices configured to determine a range of the at least one entity relative to the sensor unit of the one or more airport signaling devices using a time of flight of the at least one ultra-wideband impulse radio outbound signal and the at least one ultra-wideband impulse radio signal echoed by the at least one entity;

[0063] The cluster of airport signalling devices comprises at least three airport signalling devices, preferably at least five airport signalling devices, more preferably at least ten airport signalling devices, in particular the airport signalling devices are arranged consecutively in series with respect to one another;

[0064] The cluster of airport signalling equipment comprises at least three recessed lamps, preferably at least five recessed lamps, more preferably at least ten recessed lamps, in particular the lamps being arranged consecutively in series with respect to one another;

[0065] The cluster of airport signalling equipment comprises at least three overhead lights, preferably at least five overhead lights, more preferably at least ten overhead lights, in particular in the case of guide lines or edge lines, in particular the lights being arranged continuously in series relative to one another;

[0066] The cluster of airport signalling equipment comprises at least three indicator or information signs, preferably at least five indicator or information signs, more preferably at least ten indicator or information signs, preferably said signs being arranged consecutively in series with respect to each other.

[0067] According to a second aspect of the present invention, there is provided an autonomous runway incursion warning system comprising a runway incursion detection and warning system according to the present invention.

[0068] According to a third aspect of the present invention, an airport traffic service system is provided, which includes a runway intrusion detection and warning system according to the present invention, and the airport traffic service system further includes a central monitoring unit, which is configured to monitor at least one entity on at least one activity area, and the central monitoring unit is configured to communicate data with the runway intrusion detection and warning system unit.

[0069] There is also a need in the art to provide coverage for precise positioning systems at airports. There is also a need for improved object / person identification. Furthermore, there is a need for low-cost positioning systems for smaller airports. There is also a need in the art to provide airport positioning systems that allow for more efficient maintenance and monitoring.

[0070] Thus, according to a fourth aspect of the present invention, there is provided an airport positioning system for determining the position of at least one entity on an airport premises, the system comprising:

[0071] - a plurality of airport signaling devices, each airport signaling device comprising a positioning unit, each unit comprising an ultra-wideband module, the ultra-wideband module being configured to at least:

[0072] - sending at least one ultra-wideband impulse radio outbound signal, in particular in the direction of at least one entity

[0073] and / or

[0074] - receiving at least one ultra-wideband impulse radio signal, in particular sent, returned or echoed spontaneously by at least one entity;

[0075] - wherein the positioning units are grouped into a plurality of groups of positioning units;

[0076] - a position determination subunit, each subunit being in data communication with the positioning units of the corresponding group and being configured to determine the presence and / or one or more local positions of at least one entity using positioning data extracted from at least one ultra-wideband impulse radio signal received by at least one positioning unit of the corresponding group;

[0077] - A position determination master unit that communicates data with each of the position determination subunits, the master unit being configured to determine an aggregate position of at least one entity on the airport site based on a fusion of at least two of the one or more local positions of the at least one entity as determined by one or more of the position determination subunits.

[0078] According to a specific embodiment of the present invention, the airport positioning system includes one or more of the following features:

[0079] each group of positioning units defines a corresponding coverage area of ​​a portion of the airport, wherein the position determination master unit is adapted to determine a trajectory of at least one entity at least as said entity moves from one adjacent coverage area to another adjacent coverage area;

[0080] at least one of the positioning units is a common positioning unit that is part of at least two of the plurality of groups of positioning units, such that the common positioning unit is in data communication with the position determination sub-units of the corresponding at least two groups of positioning units, preferably wherein the at least two of the plurality of groups of positioning units define overlapping respective coverage areas, thereby defining at least one overlapping coverage area, wherein the position determination master unit is configured to merge the local positions received from the position determination sub-units of the corresponding at least two groups of positioning units within the at least one overlapping coverage area;

[0081] The airport site includes at least one movement area, the area including at least one of a runway, a taxiway, and / or an apron, wherein the airport signaling equipment is located on or around the at least one movement area;

[0082] The first coverage area corresponds to one of the at least one active area, and the second coverage area corresponds to another of the at least one active area;

[0083] The corresponding airport signaling equipment is selected from the group consisting of:

[0084] - aerodrome ground lighting, in particular approach lights, runway lights, taxiway lights, overhead lights, recessed lights, light boxes or visual dock guidance systems; and

[0085] - visual signalling devices, in particular signs;

[0086] Positioning data includes at least one of the following:

[0087] - primary surveillance data, such as non-cooperative data, extracted from at least one ultra-wideband impulse radio signal echoed by at least one entity, optionally wherein the at least one ultra-wideband impulse radio signal echoed by the at least one entity lacks identity information associated with the at least one entity, optionally wherein the primary surveillance data comprises at least one of the following: non-cooperative range data, non-cooperative phase difference of arrival data and / or non-cooperative time of flight data, and / or

[0088] - secondary monitoring data, such as collaborative data, from at least one ultra-wideband impulse radio signal autonomously transmitted or returned by at least one entity, optionally comprising at least one of: collaborative time-of-flight data, time-of-arrival data, collaborative phase difference of arrival data and / or position data;

[0089] the one or more local locations of the at least one entity comprising at least one of: a first local location extracted from the primary monitoring data, a second local location extracted from the secondary monitoring data, and / or a third local location extracted from a fusion of the primary monitoring data and the secondary monitoring data;

[0090] the aggregated location of the at least one entity comprises at least one of the following: a first aggregated location based on at least one first local location of the first local locations, a second aggregated local location based on at least one second local location of the second local locations, a third aggregated location based on at least one third local location, and / or a fourth aggregated location based on a fusion of the first aggregated location and the second aggregated location;

[0091] Multiple groups of positioning units are preset or reconfigurable;

[0092] At least one of the position determination subunit and / or the position determination main unit is configured to use the positioning data to determine at least one of: a position, size, velocity and / or orientation of a centre of gravity of at least one entity;

[0093] the at least one entity comprising at least one mobile entity on the airport, preferably an aircraft, a ground vehicle, a mobile phone or a pedestrian wearing a tag, preferably, the entity being provided with an ultra-wideband communication module configured to exchange at least one of identification data and position data with the airport positioning system;

[0094] at least one ultra-wideband impulse radio outbound signal includes a first ultra-wideband impulse outbound signal transmitted by at least one positioning unit in one of the groups, the signal being a ranging signal, and at least one ultra-wideband impulse radio signal spontaneously transmitted, returned or echoed by at least one entity includes a first ultra-wideband impulse radio signal echoed by at least one entity, the signal being an echo signal of the first signal bounced off the at least one entity;

[0095] at least one positioning unit of one of the groups or a corresponding position determination sub-unit is configured to determine cooperative time-of-flight data or non-cooperative range data of the at least one entity relative to at least one positioning unit of the one of the groups using times of flight of at least one ultra-wideband impulse radio outbound signal and at least one ultra-wideband impulse radio signal return or echo signal respectively returned or echoed by the at least one entity;

[0096] at least one ultra-wideband impulse radio outbound signal including a second ultra-wideband impulse outbound signal transmitted by at least one positioning unit of one of the groups, said signal being a polling signal, and at least one ultra-wideband impulse radio signal autonomously transmitted, returned or echoed by at least one entity including a second ultra-wideband impulse signal returned by at least one entity, said signal being a response signal transmitted by at least one entity;

[0097] at least one ultra-wideband impulse radio signal, in particular a second ultra-wideband impulse radio signal, spontaneously sent or returned by at least one entity comprises position data of the at least one entity;

[0098] the at least one ultra-wideband impulse radio signal autonomously transmitted, returned or echoed by the at least one entity comprises a third ultra-wideband impulse radio signal autonomously transmitted, returned or echoed by the at least one entity, the third ultra-wideband impulse radio signal being received by at least three positioning units of one of the groups, and the corresponding position determination subunit being configured to determine the local position based on time difference of arrival data of the third ultra-wideband impulse radio signal received by the at least three positioning units;

[0099] at least one ultra-wideband impulse radio signal autonomously transmitted, returned, or echoed by at least one entity includes a fourth ultra-wideband impulse radio signal autonomously transmitted, returned, or echoed by at least one entity, the fourth ultra-wideband impulse radio signal being received by an ultra-wideband module of at least one positioning unit in one of the groups, the ultra-wideband module comprising a multi-antenna receiver comprising at least two antennas, wherein the corresponding position determination subunit is configured to determine a local position based on arrival phase difference data of the fourth ultra-wideband impulse radio signal received at the at least two antennas;

[0100] each of the positioning units of the one or more groups comprises a first communication unit configured for ultra-wideband data communication with at least one entity or another positioning unit of the one or more groups, preferably via an ultra-wideband module of at least one of the positioning units;

[0101] at least one entity including at least one first entity,

[0102] Each of the positioning units further comprises:

[0103] at least one communication unit configured for wired or wireless communication, in particular ultra-wideband or LTE communication, the device / unit being configured to transmit positioning data to a corresponding position determination subunit,

[0104] a computing unit configured to receive and accumulate the raw positioning detection data received from the ultra-wideband module, to process the raw positioning detection data and to deliver positioning data, in particular at least one of the following: raw positioning data, non-cooperative range data, cooperative and / or non-cooperative time of flight data, time of arrival data, cooperative arrival phase difference data, non-cooperative arrival phase difference data and / or position data of at least one first entity to the communication unit;

[0105] - Power supply;

[0106] Wherein, each position determination subunit includes:

[0107] - at least one communication unit configured to exchange data with a corresponding positioning unit;

[0108] a decentralized processor configured to receive said positioning data of at least one first entity sent by at least one of the corresponding positioning units and to calculate a local position of the at least one first entity based on said positioning data;

[0109] at least one entity comprising at least one second entity, said system comprising said entities, wherein the at least one second entity is configured to receive at least one ultra-wideband impulse radio signal emitted or echoed by at least one first entity, to transform said signal into positioning data, in particular at least one of coordinated time-of-flight data, time-difference-of-arrival data, phase-difference-of-arrival data and / or phase difference of at least one first entity, and to transmit the positioning data to at least one of the position determination units, preferably via at least one of the positioning units;

[0110] - wherein at least one communication unit of at least one of the position determination subunits is configured to exchange data with at least one second entity, and the decentralized processor of said subunit is configured to receive said positioning data of at least one first entity sent by at least one second entity, and to calculate the local position of at least one first entity based on said positioning data;

[0111] an airfield ground light comprising a control unit for controlling at least one light source, said control unit being connected to a first interface, wherein the positioning unit of the airfield ground light comprises a second interface connected to an airfield light computing unit, wherein the first interface and the second interface are operatively connected in use;

[0112] the decentralized processor of each position determination subunit being configured to compare positioning data transmitted by at least one positioning unit of one of the groups with data containing a predefined position of the at least one positioning unit;

[0113] The decentralized processor of each position determination subunit is configured to identify the identity of at least one first entity using the positioning data sent by at least one corresponding positioning unit;

[0114] The decentralized processor of each position determination subunit is configured to combine positioning data sent by at least one of the corresponding positioning units and / or at least one second entity to achieve high-precision position calculation;

[0115] The decentralized processor of each position determination subunit is provided with a memory for storing the calculated position and the calculation time of at least one first entity;

[0116] the decentralized processor of each position determination subunit being configured to process some or all of the calculated positions of the at least one first entity to perform calculations within a configurable time window utilizing positions previously calculated and stored in the memory and to associate positions associated with the at least one first entity;

[0117] The decentralized processor of each position determination subunit is configured to fuse and smooth positions associated with the same target and generate a single final position update of the at least one first entity via a tracking filter, in particular a Kalman filter.

[0118] According to a fifth aspect of the present invention, a monitoring system for an airport site is provided, which monitoring system includes an airport positioning system according to the present invention and a central fusion unit, the central fusion unit being configured to monitor at least one entity on the airport site, the airport site including at least one activity area, the area including at least one of a runway, a taxiway and / or an apron, the central fusion unit being configured to communicate data with a position determination main unit of the airport positioning unit, in particular to receive one or more local positions and / or aggregated positions of at least one entity.

[0119] According to a specific embodiment of the present invention, a surveillance system for an airport site includes one or more of the following features:

[0120] a surface movement positioning system provided with at least one surface movement radar system operatively connected to a surface movement position determination unit, said position determination unit being in data communication with the central fusion unit for transmitting surface movement position data from at least one entity;

[0121] a multilateration system provided with at least one multilateration antenna system operatively connected to a multilateration position determination unit, said position determination unit being in data communication with a central fusion unit for transmitting multilateration data from at least one entity, wherein the central fusion unit is configured to determine the position of the at least one entity based on an aggregated position of the at least one entity and / or one or more local positions of the at least one entity and a fusion of at least one of the multilateration data and surface movement positioning data;

[0122] The central fusion unit is configured to verify the position of the at least one entity based on the aggregated position of the at least one entity and / or one or more local positions of the at least one entity and optionally based on at least one of multilateration data and scene motion positioning data.

[0123] Advantageously, the above-mentioned runway incursion detection and warning system using ultra-wideband technology is integrated into a large number of airport signaling equipment installed across the activity area of ​​the airport, and the above-mentioned runway incursion detection and warning system provides detection and communication capabilities, thereby achieving accurate detection and predictive detection of objects (aircraft, vehicles). The large number of signaling equipment equipped with UWB technology and installed in the runway area, taxiway area and apron area allows for higher detection resolution. Since the detection sensors are integrated into the optical structure, the integration of the detection sensors is greatly simplified because they do not require additional installation costs. In addition, the maintenance of the detectors is simplified, so that this maintenance can be carried out simultaneously with the maintenance of the optical functions of the light signaling equipment. In other words, it is necessary to control one system (i.e., the signaling equipment (light + sensor)) instead of two systems (i.e., the traditional signaling equipment (light) and the ring sensor facility (sensor)), thereby creating a synergistic effect.

[0124] Advantageously, the above positioning system utilizing ultra-wideband technology, integrated into a large number of airport lighting equipment installed in airport maneuvering areas, can provide both primary and secondary ground surveillance with wider coverage and higher positioning accuracy for object (aircraft, vehicle) detection compared to conventional surface movement technology (MLAT, SMR).

[0125] Other techniques such as angle of arrival estimation or the use of multiple directional antennas are used to determine the position of target 200. The short pulses (nanoseconds) of UWB technology allow for higher accuracy and resolution than standard ATC systems, with no performance difference between apron 350 and maneuvering areas 310, 320. BRIEF DESCRIPTION OF THE DRAWINGS

[0126] Aspects of the present invention will now be described in more detail with reference to the accompanying drawings, in which like reference numerals represent like features, and in which:

[0127] Figures 1 to 14 First to fourteenth embodiments according to the present invention are shown.

[0128] Figure 15 Provides a high-level diagram of the deployment of recessed / overhead lights above an airport.

[0129] Figure 16 A simplified diagram showing the connection between UWB sensors and a UWB monitoring chain.

[0130] Figure 17 Indicates UWB sensor cooperative / secondary processing and UWB sensor primary processing.

[0131] Figure 18 The preferred embodiment is shown.

[0132] Figure 19 Another preferred embodiment is shown.

[0133] Figure 20 Another preferred embodiment is shown.

[0134] Figure 21 A more preferred embodiment is shown.

[0135] Figure 22 Represents the current air traffic control architecture.

[0136] Figure 23 The diagram illustrates a monitoring system according to a short-term transition phase.

[0137] Figure 24 The diagram illustrates a surveillance system according to a mid-term transition phase.

[0138] Figure 25 Shown is an airport positioning system adapted for runways according to the present invention.

[0139] Figure 26 Shown is an airport positioning system suitable for an apron according to the present invention.

[0140] Figure 27 An airport locating system is shown that includes power line communications operatively connecting an ultra-wideband locating unit to a relay communication unit.

[0141] Figure 28 An airport positioning system is shown that includes a wireless communication network that operatively connects an ultra-wideband positioning unit to a position determination unit.

[0142] Figure 29 Ultra-wideband communication and ranging between peer devices is shown.

[0143] Figure 30 An ultra-wideband application as a secondary surveillance system is shown.

[0144] Figure 31 Air traffic control ground surveillance based on ultra-wideband positioning as an alternative or supplement to standard positioning is illustrated.

[0145] Figure 32 Illustrated is an ultra-wideband application of a restricted area alert triggered by ultra-wideband detection.

[0146] Figure 33 Ultra-wideband application as ADS-B verification via UWB detection is shown.

[0147] Reference Symbol List ( Figures 1 to 14 )

[0148]

[0149] DETAILED DESCRIPTION

[0150] The present disclosure relates to the use of an airport signaling device equipped with ultra-wideband technology and a chip with RF signal exchange within an airport signaling device (such as light signaling devices 801.1, 801.2, 801.3, 801.4, 801.6 and / or visual signaling devices 802.2, 802.3, 802.4) to transmit radar pulse radio signals and detect targets 200 (also referred to as entities with high accuracy) that are suitable for circulating within the airport area. Ultra-wideband (UWB) refers to pulse radio with a frequency range of 3.1 GHz to 10.6 GHz. The airport signaling device can ensure the operation of additional logic, such as an autonomous runway incursion warning system (ARWIS).

[0151] An ultra-wideband (UWB) transmitter / receiver module (e.g., a transceiver) is installed in or on a light signaling device 801.1, 801.2, 801.3, 801.4, 801.6 (e.g., an approach light, a taxiway light, an overhead light, an inset light, a light box, or a visual docking guidance system), or is installed in or on a visual signaling device 802.2, 802.3, 802.4 (e.g., a variable message sign or an indicator sign).

[0152] The ultra-wideband (UWB) transmitter / receiver module sends a radar pulse radio signal that bounces back after reaching a target 200 within the coverage area. The presence of the target 200 can be determined based on an analysis of the return signal, specifically the two-way time of flight of the radar signal.

[0153] The short pulses (on the order of nanoseconds) of UWB technology allow for higher accuracy and resolution than standard ATC systems, with no performance difference between the apron 350 and the maneuvering areas (eg, runway 310 and taxiway 320).

[0154] Figure 1Runway-holding position 381 is shown, demarcated by a stop bar defined by recessed lights 801.1 and an elevated red stop bar 807 (ERSBL). Additionally, indicator signs 808 (MS) and yellow runway warning lights 807 (YRGL) are located on either side of taxiway 320. Recessed lights 801.1 include UWB sensor units adapted to sense the presence of aircraft 200 in holding area 381 formed in front of the stop bar. Thus, recessed stop bar 801.1 can function as a detector for a runway incursion detection and warning system. Such runway incursion detection can operate as an autonomous runway incursion warning system (ARIWS). ARWIS allows for autonomous detection of potential runway incursions or incursions. Such systems provide direct warnings to flight crews or vehicle operators in the event of a potential or incursion. The runway incursion detection and warning system operates based on UWB surveillance designed and positioned to monitor the actual conditions at the runway threshold and automatically transmit this information to warning lights located at the threshold. In the event of an intrusion, the embedded red warning light 807 (RWIL) will illuminate in the threshold area, indicating that it is unsafe to commence the takeoff roll. Figure 1 Among them, the indicator mark 808 (MS), the yellow runway warning light 807 (YRGL) and the elevated red stop bar light (ERSBL) are not equipped with UWB, that is, the operational sensor unit.

[0155] Figure 1 The runway incursion detection and warning system of the illustrated first embodiment comprises a UWB sensor unit (i.e., a primary radar provided in an embedded light 801.1) and a warning system in the form of an additional airfield lighting system (such as an embedded red warning light 807 (RWIS)), connected to a processing unit that generates a visual alert directly to the flight crew or vehicle operator, independent of Air Traffic Services (ATS) input or action. Figure 1 In the embodiment of the present invention, a UWB sensor unit (also known as a ranging sensor or module) is directly integrated into the embedded light 801.1. The alert provided to the crew or vehicle operator can take the form of a visual warning in which a set of additional elevated red stop bar lights 807 (ERSBL) flash and are arranged on both sides of the taxiway 320. Alternatively, or in combination, the runway incursion detection and warning system includes a transmission module, i.e., a transmitter, which is configured to transmit a warning signal on all paths supported by the stop bar when the aircraft 200 or vehicle 200 crosses, so that the crew receives the warning message.

[0156] Figure 2A second embodiment of the present invention is shown, which differs from the first embodiment in that the primary radar function is provided by a UWB module integrated into indicator signs 802.2 and 802.3 (MS) arranged on both sides of taxiway 320. A surveillance gap filler combines two sets of sensor units located in indicator signs 802.2 and 802.3 on both sides of taxiway 320. These two sets of sensor units operate independently or in collaboration, resulting in redundancy in the sensing of ranging data, thereby improving detection reliability.

[0157] Figure 3 A third embodiment of the invention is shown which differs from the second embodiment in that the primary radar functionality is ensured by UWB modules integrated in overhead (yellow runway warning) lights 801 . 2 , 801 . 3 arranged on both sides of the taxiway 320 .

[0158] Figure 4 A fourth embodiment of the invention is shown, which differs from the third embodiment in that the main radar function is ensured by a UWB module integrated in only one of the overhead (yellow runway warning) lights 801.4, 807 (YRGL) arranged on both sides of the taxiway 320.

[0159] Figure 5 A fifth embodiment is shown, which differs from the fourth embodiment in that the UWB module is integrated into the Information Signature 802.4 (IS).

[0160] Figure 6 The sixth embodiment of the present invention is shown, which is a combination of the second and third embodiments. Due to the combination of multiple UWB ranging modules integrated into a pair of overhead lights 801.2, 801.3 and indicator signs 801.2, 801.3, reliability is improved, false alarms are avoided, and the high detection accuracy required for airport safety applications operating independently of airport traffic service systems (such as the Advanced Surface Movement Guidance and Control System (A-SMGCS), particularly the Runway Incursion Monitoring and Collision Avoidance System / (RIMCAS)) is guaranteed.

[0161] Figure 7 A seventh embodiment of the present invention is shown, which is an alternative to the previous embodiments, ie, a combination of the first and second embodiments. As for the previous embodiments, detection reliability is improved by fusing multiple sensors.

[0162] Figure 8 An eighth embodiment of the present invention is shown which is an alternative to the previous embodiment based on the first embodiment in which the overhead red stop bars 801.2, 802.3 include UWB capabilities for detection.

[0163] Figure 9 A ninth embodiment is shown, which shows a taxiway having a plurality of embedded lights 801.6 located at the centerline of the taxiway 320, whose UWB ranging modules (sensor units) can be used to determine at least one of the size, presence, speed, size and / or exact location of the aircraft 200 or vehicle. In this case, the UWB antenna can be arranged in the top cover of the taxiway embedded light 801.6. In the detection range and preferably vertical or inclined (such as Figure 9 When the spacing between signaling devices emitting RF lobes (as shown) matches, taxiway-embedded lights 801.6 provide the ability to detect when an aircraft 200 or vehicle is traveling over the center of taxiway 320. Predictive runway incursion detection and warning systems typically monitor vehicle 200's speed in addition to its location, size, and direction to ensure early warning. In practice, an aircraft's braking distance depends primarily on its speed and, to a lesser extent, its size.

[0164] Figure 10 A Preventative ARIWS or Preventative Runway Incursion Warning system according to a tenth embodiment is shown. This embodiment differs from any of the first through ninth embodiments in that the UWB sensing unit (also referred to as the sensor unit) does not foresee either the overhead lights (not shown) of the Recessed Red Stop Bar Lights 807 (IRSBL) or the indicator signs (not shown). As with the ninth embodiment, the runway incursion detection and warning system of the tenth embodiment can also detect an aircraft approaching the stop bar before reaching a holding position due to the taxiway recessed lights 801.5 positioned at selected trigger points.

[0165] like Figure 11 As shown, the system of the eleventh embodiment further has communication capabilities compared to the previous embodiments to ensure that the synthesized voice message is sent to the aircraft 200. In fact, as Figure 11 As shown, different airport light signaling devices 801.5 can exchange data with each other using a UWB communication channel. Figure 11The following illustrates the configuration of an airport signaling system including ultra-wideband communication according to the present invention. Several sensor units of the light signaling system 801.5 are connected to a common relay communication unit 450, located, for example, in an aviation ground lighting substation. The traffic monitoring and management unit 700 can operate independently of the central processing unit 900 of the airport traffic services system. However, it is contemplated that a message is sent to the central processing unit 900 of the airport traffic services system when an intrusion occurs. In this case, the relay communication unit 450, which is connected to the traffic monitoring and management unit 700 via a physical network or wireless connection, is also connected to the central processing unit 900 of the airport traffic services system. In this embodiment, when an aircraft is detected by at least one of the selected trigger points defined by some of the embedded lights 801.5, the traffic monitoring and management unit 700 ensures that a message is sent to the cockpit crew to stop the aircraft 200.

[0166] Figure 12 A twelfth embodiment is shown which differs from the first embodiment in that the embedded lamp 801.1 and the overhead red stop bar 807 exchange UWB data. Due to the UWB capability, a true local setup can be proposed where one UWB channel is used for sensing / detection and another UWB channel is used for local communication using a local processor and local logic. Figure 12 When an intrusion is detected, traffic monitoring and management unit 700 ensures that a warning message is sent to the cockpit crew to stop aircraft 200. A signal is broadcast within a radius of 100 to 300 meters to warn any other objects near the stop bar where the intrusion occurred. The logic of traffic monitoring and management unit 700 may be executed in a computing unit located within one of the embedded lights 801.1. Additionally, embedded red warning light 807 (RWIL) is flashing, and a message is sent to the airport traffic control tower via the power line of embedded light 801.1.

[0167] Figure 13A thirteenth embodiment is shown, which differs from the ninth embodiment in that the runway incursion detection and warning system includes a stop (lit) bar light 807 (IRSBL) and an embedded red warning light 807 (RWIL). Multiple UWB embedded lights 801.6 positioned on the centerline of taxiway 320 improve detection reliability. By fusing this detection data with time and position, the speed of object 200 can be determined. A visual warning can be delivered to the pilot / driver in the form of a flashing red light 807 (ERSBL). This allows the pilot / driver to stop the aircraft / car in time and avoid a runway incursion alert. An aircraft (such as a large aircraft with a taxiing speed of 25 kt) requires approximately 70 meters to stop in 95% of cases on average. Therefore, early detection of the aircraft and its speed allows the operation of the red (flashing) light 807 (ERSBL), providing the pilot or driver with an early warning that he or she may have crossed an illuminated stop bar.

[0168] Figure 14 A fourteenth embodiment of the present invention is shown. When an object (particularly aircraft 200) arrives at first holding position 381, the runway incursion detection and warning system is configured to trigger an indication that the object (e.g., aircraft) has arrived at holding position 381, thanks to a first set S1 of airport signaling equipment (particularly indicator signs 802.2, 802.3) arranged on both sides of taxiway 320, equipped with UWB sensors. Air traffic controllers at the control tower are informed of the presence of the aircraft in holding position 381. The airport signaling equipment in this first set S1 can be overhead lights (e.g., ERSBL, YRGL), indicator signs (MS), information signs (IS), or any combination thereof, as illustrated in any of the first to eighth embodiments.

[0169] As an alternative to or in addition to the airport signaling equipment S1 arranged on both sides of the taxiway 320, one or more central embedded lights can be operated to sense whether an object is in the first waiting position 381 or passes the first scanning position 382 or the second scanning position 383.

[0170] The air traffic controller at the air traffic control tower can verbally communicate the queue clearance to enter the runway and at the same time command the stop bar lights 807 (IRSBL) to be turned off via the stop bar light control button of his ATC control system. This will turn off the stop bar lights and turn on the embedded guidance lights 807 (ILOL), providing visual confirmation of the ATC communication to the cockpit crew.

[0171] After the controller turns off the stop bar lights 807 (IRSBL) and clears the aircraft to enter the runway, Lead ON 1 and Lead ON 2 will illuminate, that is, the embedded lead lights 807 (ILOL) set in Lead ON 1 and 2 will illuminate. During the default timeout period (the time allowed for the aircraft to pass the first scanning position 382 after the stop bar lights are turned off), once passed, the second set of S2 detections will re-light the stop bar lights, thereby providing runway protection for the following aircraft.

[0172] If the second set S2 382 of airport signaling equipment does not detect any crossing within the timeout period (meaning an aircraft passes the first scanning location 382), the stop bar lights 807 (IRSBL) and the lead segment 1 and lead segment 2 lights 807 (ILOL) will return to their initial states (Stop Bar ON, Lead ON 1 OFF, and Lead ON 2 OFF delayed by the second default timer).

[0173] In the event that an aircraft enters runway 320 without authorization from air traffic controllers, as detected by the second set S2 of airport signaling equipment at the second scanning position 382, ​​an unauthorized stop bar crossing alert will be generated and a series of visual and / or audible alert signals, such as those disclosed in the twelfth embodiment ( Figure 12 ). In addition, air traffic controllers will be notified of the intrusion.

[0174] The taxiway centerline lights 807 (ILOL) provide visual guidance to the pilot or driver when the aircraft taxis onto the runway 310. Once a distance of, for example, 90 m (ICAO interlock stop bar / taxiway lights) is reached, the embedded guidance lights 807 (ILOL) of group S3 383 should be turned off.

[0175] According to one or more of the first to third aspects (for example, Figures 1 to 14 Other embodiments of the invention are defined by the following clauses:

[0176] 1. A runway incursion detection and warning system (100), the runway incursion detection and warning system for monitoring at least one entity (200), such as an aircraft or a ground vehicle, on an airport site, the airport site comprising at least one movement area (310, 320, 350), the area comprising at least one of a runway (310), a taxiway (320), or an apron (350), the system comprising:

[0177] - one or more airport signaling equipment (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), in particular:

[0178] - at least one light signaling device (801.1, 801.2, 801.3, 801.6), such as a recessed lamp (801.1, 801.6) or one or more overhead lamps (801.2, 801.3, 801.4), or

[0179] - at least one visual signaling device (802.2, 802.3, 802.4), such as one or more indicator signs (802.2, 802.3, 802.4) or one or more information signs (802.2, 802.3, 802.4);

[0180] wherein the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) each include a sensor unit, the sensor unit including an ultra-wideband impulse radio module, the ultra-wideband impulse radio module being configured to at least transmit and / or receive at least one ultra-wideband impulse radio signal for object detection;

[0181] a traffic monitoring and management unit (700) in data communication with the sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), the traffic monitoring and management unit (700) being configured to be dependent on the sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) at least one traffic parameter of said at least one entity (200), such as an impending intrusion into a critical area, an expected intrusion into said critical area, a size or a speed of said entity (200), is determined using traffic data supplied by said sensor unit of at least one airport signaling device, said traffic data being extracted from said at least one ultra-wideband impulse radio signal received by said at least one airport signaling device of said one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4).

[0182] 2. The system (100) of clause 1, wherein the at least one ultra-wideband impulse radio signal received by the at least one of the one or more airfield signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises at least one of:

[0183] - an echoed ultra-wideband impulse radio signal, said echoed ultra-wideband impulse radio signal being reflected by said at least one entity (200) from an incident signal transmitted by at least one of said one or more airfield signalling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), and / or

[0184] - an interfered ultra-wideband impulse radio signal indicating that the at least one entity (200) at least partially blocks an incident ultra-wideband impulse radio signal emitted by at least one other of the one or more airfield signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4).

[0185] 3. The system (100) of clause 1 or 2, wherein the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) The set of at least one airport signaling device defines a reference position (381, 382, ​​383), such as a holding position (381) or a scanning position (382, 383) of the runway (310) or the taxiway (320) of the at least one movement area, wherein the traffic monitoring and management unit (700) is configured to detect the impending intrusion of a critical area or the expected intrusion of the critical area from the traffic data in the following cases:

[0186] - when said at least one entity (200) is not sensed at said reference location (381, 382, ​​383) by said set of said at least one airport signalling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) at a predefined time window, and / or

[0187] - when the at least one entity (200) is sensed by the set of the at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) to be crossing the reference position (381, 382, ​​383).

[0188] 4. A system (100) as described in the preceding clause, wherein the set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises a plurality of first embedded lights (801.1) arranged along an array transverse to the activity direction of the at least one activity zone (310, 320) and preferably arranged behind the reference position (381) according to the activity direction, wherein the traffic data is extracted from an echo ultra-wideband pulse radio signal received by at least one of the lights (801.1) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of the lights (801.1).

[0189] 5. The system (100) of clause 3 or 4, wherein the set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises:

[0190] at least one second airport signaling device (801.2, 802.2), in particular a second indication or information sign (802.2) and / or a second overhead light (801.2) arranged on a first side of the at least one activity area (310, 320), the airport signaling device defining the reference position (381); and

[0191] at least one third airport signaling device (801.3, 802.3), in particular a third indication or information sign (802.3) and / or a third overhead light (801.3) arranged on a second side of the at least one activity area (310, 320) opposite to the first side, the second airport signaling device and the third airport signaling device (801.2, 801.3, 802.2, 802.3) being positioned at the same height along the activity direction of the at least one activity area (310, 320), wherein the traffic data is extracted from at least one of the following:

[0192] a first echo ultra-wideband impulse radio signal received by at least one of the second airport signal transmitting devices (801.2, 802.2) and at least one of the third airport signal transmitting devices (801.3, 802.3) and reflected by the at least one entity (200) from a first incident ultra-wideband impulse radio signal transmitted by at least one of the second airport signal transmitting devices (801.2, 802.2) and at least one of the third airport signal transmitting devices (801.3, 802.3), respectively;

[0193] a second echo ultra-wideband impulse radio signal received by at least one of the second airport signaling devices (801.2, 802.2) and reflected by the at least one entity (200) from a second incident ultra-wideband impulse radio signal emitted by at least one of the second airport signaling devices (801.2, 802.2);

[0194] a third echo ultra-wideband impulse radio signal received by at least one of the third airport signaling devices (801.3, 802.3) and reflected by the at least one entity (200) from a third incident ultra-wideband impulse radio signal emitted by at least one of the third airport signaling devices (801.3, 802.3);

[0195] a fourth echo ultra-wideband impulse radio signal received by at least one of the third airport signaling devices (801.3, 802.3) and reflected by the at least one entity (200) from a fourth incident ultra-wideband impulse radio signal emitted by at least one of the second airport signaling devices (801.2, 802.2);

[0196] a fifth echo ultra-wideband impulse radio signal received by at least one of the second airport signaling devices (801.2, 802.2) and reflected by the at least one entity (200) from a fifth incident ultra-wideband impulse radio signal emitted by at least one of the third airport signaling devices (801.3, 802.3),

[0197] a first interfered ultra-wideband impulse radio signal, which is received by at least one of the third airport signaling devices (801.3, 802.3) and instructs the at least one entity (200) to at least partially block a sixth incident ultra-wideband impulse radio signal emitted by at least one of the second airport signaling devices (801.2, 802.2), and / or

[0198] a second interfered ultra-wideband impulse radio signal, which is received by at least one of the second airport signaling devices (801.2, 802.2) and instructs the at least one entity (200) to at least partially block a seventh incident ultra-wideband impulse radio signal emitted by at least one of the third airport signaling devices (801.3, 802.3),

[0199] 6. The system (100) of any one of clauses 3 to 5, wherein the set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises:

[0200] at least one fourth airport signaling device (801.4, 802.4), in particular a fourth indication or information sign (802.4) or a fourth overhead light (801.4) arranged on the first side of the at least one activity area (310, 320), the airport signaling device (801.4, 802.4) defining the reference position (381, 382),

[0201] The system optionally comprises at least one opposing airport signaling device (807, 808) not having an ultra-wideband module or not having an ultra-wideband module enabled in use, in particular an opposing sign (808) or an opposing overhead light (807) arranged on a second side of the at least one airport movement area (310, 320) opposite to the first side, wherein the fourth airport signaling device (801, 802) and the opposing airport signaling device (807, 808) are positioned at the same height along the movement direction of the at least one movement area (310, 320);

[0202] The traffic data is extracted from an echoed ultra-wideband pulse radio signal received by at least one of the fourth airport signal transmitting devices (801.4) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal transmitted by at least one of the fourth airport signal transmitting devices (801.4, 802.4).

[0203] 7. A system (100) as described in any of clauses 3 to 6, wherein the set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 801.6, 802.2, 802.3, 802.4) includes at least one fifth embedded light (801.5), the at least one fifth embedded light being arranged on the center line of the at least one activity area (310, 320) and preferably being arranged before the reference position (381, 382, ​​383) according to the activity direction, wherein the traffic data is extracted from an echo ultra-wideband pulse radio signal received by the at least one of the lights (801.5) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by the at least one of the lights (801.5).

[0204] 8. A system (100) as described in any of the preceding clauses, wherein the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a cluster of airport signaling devices (801.6) arranged on a center line, a guide line or an edge line of the zone, wherein the traffic monitoring and management unit (700) is configured to determine the impending intrusion of the critical zone, the expected intrusion of the critical zone, the size of the at least one entity (200) and / or the speed of the entity (200). and optionally, said position of said entity (200) along said line depends on said traffic data supplied by said cluster of airport signalling devices (801.6), wherein said traffic data is extracted from echoing ultra-wideband impulse radio signals received by at least one airport signalling device of said cluster of airport signalling devices (801.6) and reflected by said at least one entity (200) from incident ultra-wideband impulse radio signals emitted by at least one airport signalling device of said cluster of airport signalling devices (801.6).

[0205] 9. A system (100) as described in the preceding clause, wherein the cluster of airport signal sending equipment includes a plurality of sixth recessed lights (801.6) arranged on the center line, and optionally, the at least fifth recessed light (801.5) is included in the plurality of sixth recessed lights.

[0206] 10. The system (100) of clause 8 or 9, wherein the traffic monitoring and management unit (700) is configured to detect the anticipated intrusion of the at least one entity (200) into a critical area based on:

[0207] - said position along said line; and / or

[0208] - a braking distance determined for said entity using said size and / or said speed of said entity (200).

[0209] 11. The system (100) of any of the preceding clauses, wherein the traffic monitoring and management unit (700) is configured to issue at least one alarm upon determining the imminent intrusion of a critical zone or the anticipated intrusion of the critical zone.

[0210] 12. The system (100) of any of the preceding clauses, comprising at least one of the following:

[0211] - a transmitter adapted to transmit a synthetic voice message alert to at least one pilot of said at least one entity (200), wherein said transmitter is configured to transmit said synthetic voice message alert to said pilot upon detection of said imminent intrusion of a critical area or said anticipated intrusion of said critical area, and / or

[0212] - a broadcast system adapted to issue a warning to any person in the vicinity of said reference location at a location where said imminent intrusion of a critical zone or said expected intrusion of said critical zone is expected to occur.

[0213] 13. A system (100) as described in any of the preceding clauses, wherein the system is adapted to enable at least one light signaling device, such as at least one of the following: an elevated red stop bar (807), a recessed red stop bar (807), the first recessed light (801.1), the second elevated light (801.2), the third elevated light (801.3), the fourth elevated light (801.4) or the relative elevated light (807), to visually warn the at least one pilot of the at least one entity (200) upon detecting the impending intrusion of the critical area or the anticipated intrusion of the critical area.

[0214] 14. A system (100) as described in any of the preceding clauses, wherein the sensor units of the one or more airport signal transmitting devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) are configured to receive and transmit ultra-wideband pulse radio signals for data communication, wherein at least two airport signal transmitting devices of the one or more airport signal transmitting devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) are configured to exchange ultra-wideband pulse radio signals with each other through their respective sensor units.

[0215] 15. The system (100) of any of the preceding clauses, wherein the sensor unit of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises A first group of sensor units is arranged in a cluster structure to cover a first area of ​​interest, the system (100) comprising a first relay communication unit (450), wherein the sensor units in the first group are positioned within an ultra-wideband coverage range of the first relay communication unit (450), the first relay communication unit (450) being operably coupled to the traffic monitoring and management unit (700) and configured to communicate data with the sensor units of the first group using ultra-wideband signals.

[0216] 16. A system (100) as described in any of the preceding clauses, wherein the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a first communication device (470) coupled to a power line, and wherein the central processor of the traffic monitoring and management unit (700) is coupled to the power line and is configured for data communication with the first communication device via the power line.

[0217] 17. A system (100) as described in any of the preceding clauses, wherein the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a second communication device, which is configured to exchange data wirelessly with the central processor of the traffic monitoring and management unit (700), in particular via WiFi, LTE 4G, LTE 5G.

[0218] 18. A system (100) as described in any of the preceding clauses, wherein the traffic monitoring and management unit (700) or the sensor unit of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) is configured to determine the range of the at least one entity (200) relative to the sensor unit of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) using the time of flight of at least one ultra-wideband pulse radio outbound signal and at least one ultra-wideband pulse radio signal echo signal echoed by the at least one entity (200).

[0219] 19. The system (100) as claimed in any one of the preceding clauses,

[0220] The sensor unit of the one or more airport signal transmitting devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) further comprises:

[0221] - at least one communication unit for wired or wireless communication, in particular ultra-wideband or LTE communication, configured to transmit traffic data to the traffic monitoring and management unit (700);

[0222] - a computing unit configured to receive and accumulate the raw traffic data received from the ultra-wideband module, process the raw traffic data, and transmit the traffic data of the at least one entity (200) to the traffic monitoring and management unit (700), optionally, the computing unit being configured to host the traffic monitoring and management unit (700);

[0223] - Power supply;

[0224] Wherein, the traffic monitoring and management unit (700) comprises:

[0225] - optionally at least one communication unit, said at least one communication unit being configured to exchange data with said airport signaling equipment (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4);

[0226] - the centralized processor being configured to receive the traffic data of the at least one entity (200) transmitted by the sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) and to calculate the at least one traffic parameter of the at least one entity (200) based on the traffic data.

[0227] 20. An autonomous runway incursion warning system comprising a runway incursion detection and warning system as described in any one of the preceding clauses.

[0228] 21. An airport traffic service system for an airport site, the airport traffic service system comprising a runway intrusion detection and warning system as described in any one of clauses 1 to 19, the airport traffic service system further comprising: a central monitoring unit (900), the central monitoring unit being configured to monitor at least one entity (200) on at least one of the activity areas (310, 320, 350), the central monitoring unit (900) being configured to communicate data with the runway intrusion detection and warning system unit (700).

[0229] Figure 15 A high-level diagram is provided of the deployment of embedded / overhead lights 801 that would carry UWB sensors on a simple airport having a runway 310, a taxiway 320, and an apron 350. Additionally, signs such as directional or informational signs may be used to carry UWB sensors 400.

[0230] The number of runways, taxiways and aprons can vary depending on the size of the airport, and therefore the number of lights 801 can also vary. According to the present invention, each light 801 can carry a UWB sensor 400, making the volume of data to be forwarded to the computing chain challenging. In order to avoid overloading the computing chain, in terms of transmission resources and computing resource bandwidth, the deployment of Figure 16 A collection of position determination subunits 710 (also known as sensor processors) are shown to receive data extracted from multiple sets of UWB sensors 400; perform extraction of the positions of detected targets; generate tracks based on the extracted positions; and forward the tracks and / or target positions to a position determination main unit 750 (also known as a UWB fusion processor).

[0231] Figure 16 A simplified diagram depicts the connection between the UWB sensors 400 and the surveillance chain, represented by the UWB fusion unit 750, which receives and combines the output sensor processor 710. The ATC sensor fusion device 901 combines all the different radar outputs to present a unique traffic picture to the air traffic controller.

[0232] Each sensor processor 710 may be connected to a set of UWB sensors 400. The number of sensor processors 710 may vary depending on the number of sensors 400 and their deployment across the airport. In particular, at least some of the UWB sensors may be connected to a unique sensor processor (for small airports). Furthermore, in cases where a large number of UWB sensors 400 are required, a partitioning of the set of sensors 400 may be foreseen. Each group of UWB sensors 400 is then connected to one or more corresponding sensor processors 710. The partitioning may be based on a geographical basis, such as Figure 16 Preferably, some sensors 400 can be connected to more sensor processors 710 to avoid missing detection of boundary areas.

[0233] As an alternative to or in addition to processing the position of the target 200 using the sensor processor 710 , extraction of the position of the target 200 may be performed in some of the UWB sensors 400 .

[0234] Each sensor (eg, disposed in or on recessed and overhead lights 801 , or on signs) may be configured to operate as a cooperative sensor (UWB peer-to-peer), a non-cooperative sensor (UWB radar sensing), or both.

[0235] The UWB sensor 400 is typically a transceiver, but can also be configured as only a transmitter or only a receiver (e.g., in the case of a bistatic radar / multistatic radar). The UWB sensor 400 is also capable of performing wireless UWB synchronization and self-calibration. The UWB sensor 400 has different responsibilities and sends different data to the sensor processor 710.

[0236] The cooperative sensor 400 is responsible for detecting cooperative targets, ie targets equipped with UWB transceivers.

[0237] Once communication has been established between the onboard UWB device (tag) and the UWB sensor (anchor) 400, the sensor 400 sends a variable set of messages to the sensor processor, depending on the positioning algorithm implemented. The set of data sent may include at least one element selected from the group consisting of: sensor identity, unique target identity, ToA of message reception (for TDOA and triangulation), range of the target (ToF or phase-based ranging), angle of arrival (for AoA calculation), target geodetic position (optionally, the onboard device is equipped with a GNSS (Global Navigation Satellite System) receiver), received signal power, and / or sensor health status.

[0238] The data sent to the sensor processor 710 may be unprocessed (ie, only the signal received from the UWB transponder), or processed. In the latter case, the properties of the transmission have been extracted by the sensor 400 directly from the signal.

[0239] Non-cooperative sensor 400 can operate as a primary radar, meaning it can transmit UWB signals 501 and detect the presence and range of target 200 in its proximity zone from its echoes 502. In this case, target 200 cannot receive or exchange any data to initiate detection. Once sensor 400 detects target 200, it sends at least one of the following to sensor processor 710: sensor identity, detection range, received signal power, detection time, sensor health status, and optionally, a Doppler value.

[0240] The data sent to the sensor processor 710 can be unprocessed (ie, only the channel input response received from the UWB transponder), or processed. In the latter case, the UWB sensor 400 has already extracted the properties of the transmission from the signal.

[0241] At least some of the UWB sensors 400 are provided with algorithms for mitigating adverse interference caused by multipath and reflections.

[0242] For each of the sensor categories 400 (e.g. Figure 17 ), performs two types of sensor processing: co-processing / secondary processing and primary processing.

[0243] Each sensor processing unit 710 may be configured to enable any one of the co-processing / secondary processing and primary processing, and then generate at least one monitoring output for each of them, such as Figure 17 As shown in the picture.

[0244] Processing of the data from the collaborative sensor 400 should be able to extract the position of the target 200 with the help of several possible positioning algorithms (such as at least one of time difference of arrival (TDOA), triangulation, range / time of flight (ToF)), alone or in combination with angle of arrival (AoA) and / or phase-based ranging.

[0245] In such Figure 18 In the illustrated preferred embodiment, the signal 603 sent by the onboard device is received by several UWB sensors 400 acting as anchor points. The UWB sensors 400 then send a message including the target unique identifier and a message for determining the time of arrival (TOA) to the sensor processor 400 which performs the calculation of the target position.

[0246] In such Figure 19 In another preferred embodiment illustrated, a signal 604 transmitted by an onboard device is received by at least one UWB sensor 400, typically provided with an antenna array 802, which then transmits a message to a sensor processor 710 that performs calculations of the target's position, the message including a unique identifier of the target, a measurement range, and a message for determining the angle of arrival (AoA).

[0247] In such Figure 20 In another preferred embodiment shown, the UWB onboard device is equipped with a GNSS / GPS receiver connected to the UWB module. The onboard device then broadcasts its own GNSS position 602 via a UWB signal, which can be received by any of the UWB anchor points 400 and passed to the sensor processing 710. This co-location scenario is also known as co-dependency because the accuracy of the calculated position depends on the onboard GNSS receiver.

[0248] In such Figure 21 In the illustrated, more preferred embodiment, processing data from non-cooperative sensors 400 is considerably more complex because the UWB sensor processing device receives signals 601 from multiple sensors 400 without any target identity information. In other words, the processing device must correlate the received echoes in both spatial and temporal dimensions and associate them with a specific target 200. Doppler values ​​can also be used to correlate the signals and estimate target velocity. Once echoes received within the same time window are grouped together, the processing device can estimate the center of gravity of the target (aircraft) 200 and its velocity. The number and location of sensors 400 simultaneously detecting a target 200 also allows for an estimate of target size.

[0249] A UWB sensor 400 configured to function as a primary radar may operate as a monostatic radar (which uses the same sensor to transmit and receive returns) or as a bistatic / multistatic radar (where one sensor is configured as a transmitter and one or more sensors are configured as receivers).

[0250] The positions of both cooperative and non-cooperative targets can be processed to create tracks. Tracking of targets can create tracked objects by deriving kinematic properties (such as velocity and acceleration) of each target from its past and current positions, as well as additional attributes (such as identity). Tracking can also be responsible for merging cooperative and non-cooperative targets that are identified as belonging to the same real target.

[0251] like Figure 15 and Figure 16 As shown, the number of UWB sensors 400 installed at an airport can be large (e.g., 100 to 2,500), and the data being forwarded can easily overload the capacity of any processing unit. Furthermore, the number of sensor processors presents some issues for data consumers due to the number of output lines required to interface each sensor processor. To address this issue, partitioning into sets of UWB sensors 400 is advantageous, where each set of these UWB sensors 400 is connected to a common sensor processor 710. Furthermore, a UWB fusion unit 750 is specifically designed to address these potential issues by consolidating the outputs of the subsystems 710 onto a single (or replicated, as needed) connection line.

[0252] Additionally, the UWB fusion unit 750 is responsible for merging duplicate objects created along border areas where coverage is shared between several UWB sensors 400 and the sensor processor 710. The UWB fusion unit 750 can provide standardized data streams (ASTERIX Cat 10 and / or Cat 20) to consumers.

[0253] As an alternative or in addition to the partitioning advantageously used for data management purposes, the partitioning can also be used as a redundancy solution, wherein at least one of the sets of UWB sensors serves as a backup in case of failure of another of the sets of UWB sensors.

[0254] It is foreseeable that Figure 16 The illustrated maintenance workstation 780 is used for fine-grained configuration of UWB sensors 400 (primary monitoring, collaborative monitoring / secondary monitoring, or both) and sensor processors 710 to assign each UWB sensor 400 to one or more sensor processors 710 and to control the data output by each sensor processor 710 and by the UWB fusion unit 750.

[0255] Figure 16 The illustrated maintenance workstation 780 monitors the performance (primary monitoring, cooperative monitoring / secondary monitoring, or both) of the sensor processor 710 and the UWB fusion unit 750 of the UWB sensors 400, and the maintenance workstation can enable an operator to calibrate each of the UWB sensors 400 based on signal quality and content, and / or exclude each of the UWB sensors from the processing device or include each of the UWB sensors in the UWB sensors to change the processing parameters used to detect the target 200 and for tracking the sensor processor 710, thereby changing the processing parameters of the UWB fusion unit 750 for generating an aggregated position and for outputting (number and recipient) to the ATC sensor fusion device 901 (also known as the central fusion unit).

[0256] Figure 22 Represents the current ATC architecture, where collaborative surveillance 2100 is provided by MLAT and ADS-B systems 2400 , and primary surveillance 1100 is provided by a surface movement radar system (SMR) 1400 . Figure 8 A multi-sensor fusion system installed in an ATC system is shown to integrate and fuse surveillance data from different systems (MLAT and one or more SMRs). A surface movement radar (SMR), also known as a ground movement radar (GMR), is used as the primary surveillance source, and a multilateration system (MLAT) is used as the largest secondary surveillance source. In addition, the MLAT system is typically equipped with an ADS-B (Automatic Dependent Surveillance-Broadcast) channel that receives the aircraft's GPS position from the aircraft's transponder and processes it as an additional, independent secondary surveillance source. In this case, this secondary surveillance source is collaborative and "dependent," as the quality of the surveillance data depends on the accuracy of the aircraft's navigation system, which raises some significant safety concerns.

[0257] Advantageously, UWB technology in airports allows both primary and collaborative surveillance to be performed using the same system. Furthermore, UWB technology is particularly adaptable, allowing for a smooth transition from a standard surveillance system to a UWB surveillance system, for example, through two phases: a short-term phase and a medium-term phase.

[0258] In such Figure 23In the short term phase illustrated, it is assumed that the aircraft are not equipped with a UWB transceiver certified for ground movement surveillance, which means that the UWB sensor 400 will mainly be used as the primary sensor. This measure does allow the use of UWB technology to replace or enhance the SMR, which not only saves costs. In addition, this measure allows the primary surveillance coverage to be extended to the apron and parking stands and to improve position accuracy. In this phase, secondary surveillance MLAT and ADS-B systems will still be needed because the identification information of the aircraft will still be received from the onboard transponder. In the case of a cost-effective solution, the MLAT system can be replaced by the ADS-B GS, which requires a smaller sensor installation scale. Another advantage of the MLAT and ADS-B systems is the ability to extend their coverage to the approach runway, while only a few SMR types allow such coverage.

[0259] In such Figure 24 In the mid-term, the implementation of UWB transceivers on aircraft will also allow the replacement of MLAT systems with UWB sensors 400, which can guarantee better performance at a lower cost. ADS-B technology can still be used to provide approach surveillance, but can also be used as a redundant, low-cost surveillance means.

[0260] Figure 25 1 shows an airport positioning system according to the present invention adapted for runway 310. The mobile entity is an aircraft 200, and runway 310 includes a ground center light 801 equipped with a UWB pulse radar 400 for detecting the passage of the aircraft 200 using an outbound signal 501 and an echo return signal 601 (in addition or alternatively, the ground center light 200 may be configured to send an outbound polling signal 601 or receive a return reply 602). Figure 26 The lights 801 provided on the two long sides are adapted to allow the positioning of an aircraft or vehicle (not shown). Positioning can be performed by calculating the flight time of one of the following two items:

[0261] - an outbound signal 501 and a return signal 601 that bounces off an aircraft or foreign object FOD, or

[0262] - Outbound polling signal 601 and reply signal 601 sent by aircraft 200 .

[0263] In addition, the light 801 includes a UWB transceiver adapted to receive UWB signals 602' periodically transmitted from the onboard UWB transceiver of the aircraft 200. The time of flight of the UWB signals 601 detected by the runway UWB transceivers fixed to the lights 801 disposed on the two long sides of the runway 310 is transmitted to the position determination main unit 710 and the position determination sub-unit 750 (not shown), where the exact coordinates of the aircraft 200 are determined. These coordinates of the aircraft 200 can be compared with the coordinates determined by the embedded central light 801, enhancing the reliability of the positioning. Figure 25 The embodiment in FIG illustrates that the light 801 can be independently or in conjunction with a surface movement radar (SMR, Figure 25 not shown) and the multilateration system (MLAT, Figure 25 601 signals) and secondary surveillance (502, 602, 602') are complementarily performed by the surface movement radar and the multilateration system, which are conventional sensors for primary and secondary surveillance, respectively. Figure 18 The invention is not limited to this advantageous embodiment, as it is foreseeable that the invention will be implemented in a manner similar to that described above. Figure 25 Various modifications are possible within the scope of the claims. For example, the light 801 can be used not only to monitor the location of the aircraft 200, but also to monitor the location of service vehicles and personnel moving on key airport areas (e.g., aprons, taxiways).

[0264] Figure 26 Another embodiment of the present invention is shown, in which positioning units are fixed to aviation ground lights 801 and distributed along runway 310, taxiway 320, and apron 350. The positioning units can perform primary monitoring by detecting return signals 601 and can perform secondary monitoring by receiving return signals 602 containing position and identification data. In addition, some positioning units fixed to their aviation ground lights 801 can be further configured to use the arrival time of return signals 603 to locate entity 200.

[0265] The use of UWB signals also ensures high resilience to multipath, especially in busy airport areas such as aprons and parking stands. In addition, thanks to the use of UWB technology, the system is immune to interference from other radio transmissions within the airport and prevents potential spoofing.

[0266] Installing the monitoring system within the AGL fixture 801 avoids installation costs and ensures that sensors are distributed across all maneuvering areas and stands.

[0267] Furthermore, the disclosed surveillance solution can completely eliminate the power consumption of standard surveillance radars 1400, 2400, which also ensures a major step towards green airports.

[0268] The present disclosure includes the possibility of connecting all sensing UWB vision aids 801 to a monitoring processing device 901 that is capable of combining the data from all sensors 400 into a single monitoring data output. The monitoring processing device 901 may be able to combine the detection data from all sensors 400 and also accurately calculate the size, speed, and direction of the target 200. The data output may follow the standard Eurocontrol format (Asterix) for immediate compatibility with other ATC systems.

[0269] The size of aircraft 200 may be calculated based on the number and identity of sensors 400 that simultaneously detect the aircraft.

[0270] The combination of such a large group of distributed UWB sensors 400 not only improves the overall accuracy, but also increases the detection probability of the system.

[0271] The communication between the sensing vision aid device 801 and the central monitoring processing device 901 can be implemented via different communication links.

[0272] As a first option, the power line communication channel used by the AGL device 801 can be used to connect the field sensor 400 to the monitoring data receiving unit 450 in the AGL substation via the communication interface 470. The receiving unit 450 is then connected to the central monitoring processing device 901 via a physical network connection, such as Figure 27 shown.

[0273] As an alternative to or in addition to the previous paragraph, if the visual aid device 801 is equipped with an LTE / 5G modem 480 and there is an LTE / 5G dedicated network in the airport, the monitoring data can be wirelessly transmitted to the central processing device 901 via the position determination subunit 710, such as Figure 28 shown.

[0274] The present invention also includes the possibility of using the same UWB device 400 to locate and identify other UWB peer devices 200 within its coverage area and using UWB technology as an alternative to the standard 1090 MHz communication channel for terrestrial cooperative surveillance.

[0275] The UWB vision aid device 801 and other UWB radio devices 400 (eg, installed airport surveillance fixtures 802) may initiate a communication exchange for precise ranging and data exchange (eg, target identification, target speed, target mission, target planned trajectory, etc.).

[0276] The UWB device 210 can be installed in any vehicle 200 entering the airport as a cheaper solution to replace the expensive standard 1030-1090 MHz ADS-B transponders, such as Figure 29 shown.

[0277] In addition to reducing costs, cooperative UWB in these new vehicles will also avoid reducing the utilization of the 1090 MHz band, which is already very congested with all existing ground-to-air communications initiated by secondary surveillance radars and MLAT systems, as well as air-to-air communications (TCAS) between aircraft transponders.

[0278] In addition, each natural person entering the airport can be provided with his own UWB device 210 so as to be detected and identified by the installed sensing UWB visual aid device 801. The personal UWB device 210 can be provided in a personal tag 200 or mobile phone 200 provided with UWB capability and a dedicated mobile application, such as Figure 29 shown.

[0279] Similarly, the disclosed sensing device is provided with the capability to detect and communicate with any aircraft 200 carrying a UWB device 210, such as Figure 29 shown.

[0280] This technique allows combining the ranging of several receivers to the same target 200 and accurately calculating the target position via triangulation or time difference of arrival algorithms, allowing achieving an accuracy in the order of cm.

[0281] Alternatively, the angle of arrival may be measured by a single UWB sensor 400 having multiple antennas so that the orientation information, along with the range information, provides the exact location of the device 200 .

[0282] The combined use of this network of UWB sensing devices 400 for both primary surveillance (radar pulses 501, 502) and secondary surveillance (UWB ranging and communication between peer devices) creates a unique ground surveillance system that is capable of transmitting both primary and secondary (cooperative) surveillance to the ATC system using a single system, such as Figure 31 shown.

[0283] The monitoring system 901 can generate a single output for both primary and secondary monitoring as well as a fused monitoring output combining monitoring data from legacy monitoring chains 1100, 2100 (ie SMR and MLAT systems). All outputs follow the Eurocontrol standard format (Asterix).

[0284] This combined surveillance system 901 will cover all ground maneuvering areas as well as all aprons and parking stands, provided that UWB sensing visual aids 801 are installed instead of standard AGL fixtures.

[0285] The detection and recognition of UWB devices 210 can be used to create restricted zones of different topologies in an airport (e.g., zones restricted to aircraft of a certain wingspan only, zones restricted to aircraft and vehicles, zones restricted to unauthorized ground personnel), and generate alerts and warnings based on the role / identity of the device, which can be displayed on the ATC controller human-machine interface, such as Figure 32 shown.

[0286] Similarly, detection and identification of UWB device 210 may be used to generate runway incursion alerts and other airport safety nets.

[0287] Once an alarm is generated, it may be displayed in the HMI 950 and associated with an audible signal until the ATC controller acknowledges the alarm.

[0288] Additionally, if an aircraft or vehicle has a UWB device 210 on board, the UWB communication channel may be used to transmit warnings directly to the taxi crew of the aircraft or vehicle.

[0289] Using UWB technology as a secondary surveillance source may also allow surveillance system 901 or ATC sensor data fusion to use UWB surveillance to verify aircraft GPS positions broadcast via ADS-B messages, thereby ensuring the safe use of ADS-B data for ground surveillance.

[0290] To verify the quality of ADS-B data for each aircraft, the UWB detection must be compared with the received ADS-B position, and the ADS-B position within a certain range threshold from the corresponding UWB detection must be marked as valid, such as Figure 33 shown.

[0291] Once an ADS-B transponder is marked as “valid,” the system can maintain its validity for a certain duration after the last verification, which is achieved by comparing it with UWB surveillance data.

[0292] Using this publicly available, proven technology could allow airports to overcome safety issues associated with ADS-B technology and install a standalone ADS-B system without the need for a full MLAT deployment for standard 1090MHz cooperative surveillance, guaranteeing the same or better performance with a less expensive solution.

[0293] The position determination subunit 710 includes a decentralized processor configured to receive the positioning data transmitted by the distance measuring device 400 of the airport light signaling equipment 801 and determine the position of the mobile entity 200 (i.e., the aircraft) based on the positioning data. The centralized processor may be configured to compare the positioning data transmitted by the distance measuring device 400 of the airport equipment with data containing predefined positions of the airport light signaling equipment 801 distributed throughout the airport.

[0294] The centralized processor may be configured to use the positioning data transmitted by the ranging device 400 of the airport light signaling device 801 to identify the entity of the mobile entity 200 .

[0295] The centralized processor may be configured to consolidate the positioning data sent by the ranging devices 400 of the airport equipment to achieve high-precision position calculations.

[0296] The centralized processor may be provided with a memory to store the calculated position and calculation time of the mobile entity 200 .

[0297] The centralized processor may be configured to process some or all of the calculated positions of the mobile entities 200 to utilize positions previously calculated and stored in memory within a configurable time window and associate positions associated with the mobile entities 200 .

[0298] The centralized processor may be configured to fuse and smooth positions associated with the same target and generate a single final position update via tracking filtering (particularly a Kalman filter).

[0299] The centralized processor may be configured to send all smoothed or newly calculated positions of the mobile entities 200 to an external user or a higher level system, such as the position determination master unit 750 or the central monitoring unit 901 .

[0300] The system according to the invention can also track several mobile entities of different nature (eg pedestrians or aircraft).Furthermore, the network of ranging devices 400 can be supplemented with mobile entities configured to exchange positioning data with a centralized processor.

[0301] According to at least one of the fourth aspect and / or the fifth aspect (for example, Figures 15 to 33 Other embodiments of the invention are defined by the following clauses:

[0302] 1. An airport positioning system for determining the position of at least one entity (200) on an airport site, the system comprising:

[0303] - a plurality of airport signaling devices (801), each airport signaling device comprising a positioning unit (400), each unit (400) comprising an ultra-wideband module, the ultra-wideband module being configured to at least:

[0304] - sending at least one ultra-wideband impulse radio outbound signal (501, 502), in particular in the direction of said at least one entity (200)

[0305] and / or

[0306] - receiving at least one ultra-wideband impulse radio signal (601, 602, 602', 603) spontaneously transmitted, returned or echoed, in particular by said at least one entity (200);

[0307] - wherein the positioning units (400) are grouped into a plurality of groups of positioning units (400);

[0308] - a position determination subunit (710), each subunit (710) being in data communication with the positioning units (400) of the corresponding group and being configured to determine the presence and / or one or more local positions of the at least one entity (200) using positioning data extracted from at least one ultra-wideband impulse radio signal (601, 602, 602', 603) received by at least one positioning unit of the corresponding group of positioning units (400);

[0309] - a position determination master unit (750) in data communication with each of the position determination subunits (710), the master unit (750) being configured to determine an aggregate position of the at least one entity (200) on the airport site based on a fusion of at least two of the one or more local positions of the at least one entity (200) as determined by one or more of the position determination subunits (710).

[0310] 2. An airport positioning system as described in claim 1, wherein each group of positioning units (400) defines a corresponding coverage area of ​​a portion of the airport, and wherein the position determination master unit (750) is suitable for determining the trajectory of at least one entity (200) at least when the entity (200) moves from one adjacent coverage area to another adjacent coverage area.

[0311] 3. An airport positioning system as described in the preceding clause, wherein at least one of the positioning units is a common positioning unit that is part of at least two of the multiple positioning unit groups, so that the common positioning unit communicates data with the position determination subunits of the corresponding at least two positioning unit groups, preferably wherein the at least two of the multiple positioning unit groups define overlapping respective coverage areas, thereby defining at least one overlapping coverage area, wherein the position determination main unit (750) is configured to merge the local positions within the at least one overlapping coverage area received from the position determination subunits of the corresponding at least two positioning unit groups.

[0312] 4. An airport positioning system as described in any of the preceding clauses, wherein the airport site includes at least one activity area (310, 320, 350), the area including at least one of a runway (310), a taxiway (320) and / or an apron (350), and wherein the airport signal sending device (801) is located on or around the at least one activity area (310, 320, 350).

[0313] 5. An airport positioning system as described in the preceding clause in combination with clause 2 or 3, wherein the first coverage area corresponds to one activity area of ​​the at least one activity area (310, 320, 350) and the second coverage area corresponds to another activity area of ​​the at least one activity area (310, 320, 350).

[0314] 6. An airport positioning system as described in any of the preceding clauses, wherein the corresponding airport signaling device (801) is selected from the group consisting of:

[0315] - airport ground lights (801), in particular approach lights, runway lights, taxiway lights, overhead lights, recessed lights, light boxes or visual docking guidance systems; and

[0316] - A visual signalling device (801), in particular a sign.

[0317] 7. An airport positioning system according to any of the preceding clauses, wherein the positioning data comprises at least one of the following:

[0318] - primary surveillance data, such as non-cooperative data, extracted from said at least one ultra-wideband impulse radio signal (601) echoed by said at least one entity (200), optionally wherein said at least one ultra-wideband impulse radio signal (601) echoed by said at least one entity (200) lacks identity information associated with said at least one entity, optionally wherein said primary surveillance data comprises at least one of the following: non-cooperative range data, non-cooperative phase difference of arrival data and / or non-cooperative time of flight data, and / or

[0319] - secondary monitoring data, such as collaborative data, from the at least one ultra-wideband impulse radio signal (602, 602', 603) autonomously transmitted or returned by the at least one entity (200), optionally comprising at least one of the following: collaborative time-of-flight data, arrival time data, collaborative arrival phase difference data and / or position data.

[0320] 8. An airport positioning system as described in the preceding clause, wherein the one or more local positions of the at least one entity (200) include at least one of the following: a first local position extracted from primary surveillance data, a second local position extracted from secondary surveillance data and / or a third local position extracted from a fusion of the primary surveillance data and the secondary surveillance data.

[0321] 9. An airport positioning system as described in the preceding clause, wherein the aggregated position of the at least one entity (200) includes at least one of the following: a first aggregated position based on at least one first local position among the first local positions, a second aggregated local position based on at least one second local position among the second local positions, a third aggregated position based on at least one third local position and / or a fourth aggregated position based on a fusion of the first aggregated position and the second aggregated position.

[0322] 10. An airport positioning system as claimed in any of the preceding clauses, wherein the plurality of groups of positioning units (400) are pre-set or reconfigurable.

[0323] 11. A monitoring system as described in any of the preceding clauses, wherein the positioning subunit (710) and / or at least one of the positioning main units (750) is configured to use the positioning data to determine at least one of the following: the position, size, speed and / or direction of the center of gravity of the at least one entity (200).

[0324] 12. An airport positioning system as described in any of the preceding clauses, wherein the at least one entity (200) comprises at least one mobile entity (200) on the airport, preferably an aircraft (200), a ground vehicle (200), a mobile phone (200) or a pedestrian (200) wearing a tag, preferably, the entity (200) is provided with an ultra-wideband communication module (210), and the ultra-wideband communication module is configured to exchange at least one of identification data and position data with the airport positioning system.

[0325] 13. An airport positioning system as described in any of the preceding clauses, wherein the at least one ultra-wideband pulse radio outbound signal includes a first ultra-wideband pulse outbound signal (501) sent by at least one positioning unit of the positioning units (400) of one of the groups, the signal (501) being a ranging signal, and the at least one ultra-wideband pulse radio signal (601, 602, 602', 603) spontaneously sent, returned or echoed by the at least one entity (200) includes a first ultra-wideband pulse radio signal (601) echoed by the at least one entity (200), the signal (200) being an echo signal of the first signal bounced back from the at least one entity (200).

[0326] 14. An airport positioning system as described in any of the preceding clauses, wherein at least one positioning unit (400) of one of the groups or a corresponding position determination subunit (710) is configured to use the flight time of the at least one ultra-wideband impulse radio outbound signal (501, 502) and the return or echo signal (601, 602) of the at least one ultra-wideband impulse radio signal (601, 602) returned or echoed by the at least one entity (200) to determine collaborative flight time data or non-cooperative range data of the at least one entity (200) relative to the at least one positioning unit (400) of one of the groups.

[0327] 15. An airport positioning system as described in any of the preceding clauses, wherein the at least one ultra-wideband pulse radio outbound signal includes a second ultra-wideband pulse outbound signal (502) sent by at least one positioning unit (400) of one of the groups, the signal being a polling signal, and the at least one ultra-wideband pulse radio signal (601, 602, 602', 603) spontaneously sent, returned or echoed by the at least one entity (200) includes a second ultra-wideband pulse signal (602) returned by the at least one entity (200), the signal (602) being a response signal sent by the at least one entity (200).

[0328] 16. An airport positioning system as described in any of the preceding clauses, wherein the at least one ultra-wideband impulse radio signal (602, 602') spontaneously sent (602') or returned (602) by the at least one entity (200), in particular the second ultra-wideband impulse radio signal (602), comprises location data of the at least one entity (200).

[0329] 17. An airport positioning system as described in any of the preceding clauses, wherein the at least one ultra-wideband pulse radio signal (601, 602, 602', 603) spontaneously sent, returned or echoed by the at least one entity (200) includes a third ultra-wideband pulse radio signal (603) spontaneously sent, returned or echoed by the at least one entity (200), the third ultra-wideband pulse radio signal is received by at least three positioning units (400) of one of the groups, and the corresponding position determination subunit (710) is configured to determine the local position based on arrival time difference data of the third ultra-wideband pulse radio signal received by the at least three positioning units (400).

[0330] 18. An airport positioning system as described in any of the preceding clauses, wherein the at least one ultra-wideband pulse radio signal (601, 602, 602', 603) spontaneously sent, returned or echoed by the at least one entity (200) includes a fourth ultra-wideband pulse radio signal (604) spontaneously sent, returned or echoed by the at least one entity (200), the fourth ultra-wideband pulse radio signal being received by the ultra-wideband module of at least one positioning unit in the positioning units of one of the groups (400), the ultra-wideband module comprising a multi-antenna receiver comprising at least two antennas, wherein the corresponding position determination subunit (710) is configured to determine the local position based on arrival phase difference data of the fourth ultra-wideband pulse radio signal received at the at least two antennas.

[0331] 19. An airport positioning system as described in any of the preceding clauses, wherein each positioning unit of one or more of the groups (400) includes a first communication unit (460), which is configured to perform ultra-wideband data communication with at least one entity (200) or another positioning unit of the one or more groups (400) in the group, preferably through the ultra-wideband module of the at least one positioning unit in the group (400).

[0332] 20. The airport positioning system according to any of the preceding clauses, wherein the at least one entity (200) comprises at least one first entity (200),

[0333] - wherein each positioning unit in the positioning unit (400) further comprises:

[0334] - at least one communication unit for wired or wireless communication, in particular ultra-wideband or LTE communication, said device / unit being configured to transmit positioning data to said corresponding position determination subunit (710),

[0335] a computing unit configured to receive and accumulate the raw positioning detection data received from the ultra-wideband module, to process the raw positioning detection data and to deliver positioning data, in particular at least one of the following: raw positioning data, non-cooperative range data, cooperative and / or non-cooperative time of flight data, time of arrival data, cooperative arrival phase difference data, non-cooperative arrival phase difference data and / or position data of the at least one first entity (200) to the communication unit;

[0336] - a power supply (440);

[0337] - wherein each position determination subunit (710) comprises:

[0338] - at least one communication unit, the at least one communication unit being configured to exchange data with the corresponding positioning unit (400);

[0339] - a decentralized processor configured to receive the positioning data of the at least one first entity (200) sent by at least one of the corresponding positioning units (400) and to calculate the local position of the at least one first entity (200) based on the positioning data.

[0340] 21. An airport positioning system according to the preceding clause, wherein the at least one entity (200) comprises at least one second entity (200), the system comprising said entities (200), wherein the at least one second entity (200) is configured to receive at least one ultra-wideband impulse radio signal emitted or echoed by the at least one first entity (200), to convert the signal into positioning data, in particular at least one of coordinated time-of-flight data, time-difference-of-arrival data, phase-difference-of-arrival data, and / or positioning data of the at least one first entity (200), and to transmit the positioning data to at least one of the position determination units (710), preferably via at least one of the positioning units (400);

[0341] - wherein the at least one communication unit of the at least one position determination subunit in the position determination subunit (710) is configured to exchange data with the at least one second entity (200), and the decentralized processor of the subunit (710) is configured to receive the positioning data of the at least one first entity (200) sent by the at least one second entity (200), and to calculate the local position of the at least one first entity (200) based on the positioning data.

[0342] 22. An airport positioning system as described in any of the preceding clauses in combination with clause 6, wherein the airport ground light (801) includes a control unit for controlling at least one light source, the control unit being connected to a first interface, wherein the positioning unit (400) of the airport ground light (801) includes a second interface connected to an airport light computing unit, wherein the first interface and the second interface are operably connected during use.

[0343] 23. An airport positioning system as described in any of clauses 20 to 22, wherein the decentralized processor of each position determination subunit (710) is configured to compare the positioning data sent by at least one of the positioning units (400) of one of the groups with data containing a predefined position of the at least one positioning unit (400).

[0344] 24. An airport positioning system as described in any of clauses 20 to 23, wherein the distributed processor of each position determination subunit (710) is configured to use the positioning data sent by the at least one corresponding positioning unit (400) to identify the entity among the at least one first entity (200).

[0345] 25. An airport positioning system as described in any of clauses 20 to 24, wherein the distributed processor of each position determination subunit (710) is configured to merge the positioning data sent respectively by at least one of the corresponding positioning units (400) and / or the at least one second entity (200) to achieve high-precision position calculation.

[0346] 26. An airport positioning system according to any of clauses 20 to 25, wherein the decentralized processor of each position determination subunit (710) is provided with a memory for storing the calculated position and the calculation time of the at least one first entity (200).

[0347] 27. An airport positioning system as described in any of clauses 20 to 26, wherein the distributed processor of each position determination subunit (710) is configured to process some or all of the calculated positions of the at least one first entity (200) to calculate using previously calculated and stored positions in the memory within a configurable time window and to associate the positions related to the at least one first entity (200).

[0348] 28. An airport positioning system as described in any of clauses 20 to 27, wherein the decentralized processor of each position determination subunit (710) is configured to fuse and smooth positions associated with the same target and generate a single final position update of the at least one first entity (200) via a tracking filter, in particular a Kalman filter.

[0349] 29. A monitoring system for an airport site, the monitoring system comprising an airport positioning system as described in any of the preceding clauses and a central fusion unit (901), the central fusion unit being configured to monitor at least one entity (200) on the airport site, the airport site comprising at least one movement area (310, 320, 350), the area comprising at least one of a runway (310), a taxiway (320) and / or an apron (350), the central fusion unit (901) being configured to communicate data with the position determination master unit (750) of the airport positioning unit, in particular to receive one or more local positions and / or aggregated positions of the at least one entity.

[0350] 30. The surveillance system as described in the preceding clause, further comprising:

[0351] a surface movement positioning system (1100) provided with at least one surface movement radar system (1400) operatively connected to a surface movement position determination unit (1700), said position determination unit (1700) being in data communication with said central fusion unit (901) for transmitting surface movement positioning data from said at least one entity (200), and / or

[0352] - A multilateration system (2000) provided with at least one multilateration antenna system (2400) operatively connected to a multilateration position determination unit (2700), said position determination unit (2700) being in data communication with said central fusion unit (901) for transmitting multilateration data from said at least one entity (200), wherein said central fusion unit (900) is configured to determine the position of said at least one entity (200) based on said aggregated position of said at least one entity and / or said one or more local positions of said at least one entity and a fusion of at least one of said multilateration data and said scene movement positioning data.

[0353] 31. A surveillance system as described in the preceding clause, wherein the central fusion unit (901) is configured to verify the position of the at least one entity (200) based on the aggregate position of the at least one entity and / or the one or more local positions of the at least one entity and optionally based on at least one of the multipoint positioning data and the scene activity positioning data.

[0354] Advantageously, the term “positioning unit” is also referred to as “sensor unit.” Likewise, an “ultra-wideband module” is also referred to as an “ultra-wideband impulse radio module.”

[0355] Other embodiments may be based on at least one of the first, second and third aspects of the present invention combined with at least one of the fourth and / or fifth aspects of the present invention.

[0356] Although the invention has been illustrated and described in detail in the drawings and foregoing description, such illustration and description are to be regarded as illustrative or exemplary and not restrictive. Other variations of the disclosed embodiments may be understood and effected by those skilled in the art in practicing the claimed invention by a study of the drawings, the present disclosure and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. Any reference signs in the claims should not be construed as limiting the scope.

[0357] The foregoing description details certain embodiments of the present invention. However, it should be understood that no matter how detailed the foregoing appears in text, the invention can be practiced in many ways and is not limited to the disclosed embodiments. It should be noted that the use of a particular term in describing certain features or aspects of the present invention should not be construed as implying that the term is redefined herein to include any particular characteristic of the feature or aspect of the invention with which the term is associated.

Claims

1. A runway incursion detection and warning system (100), the runway incursion detection and warning system for monitoring at least one entity (200), such as an aircraft or a ground vehicle, on an airport site, the airport site comprising at least one movement area (310, 320, 350), the area comprising at least one of a runway (310), a taxiway (320), or an apron (350), the system comprising: - one or more airport signaling equipment (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), in particular: - at least one light signaling device (801.1, 801.2, 801.3, 801.6), such as a recessed lamp (801.1, 801.6) or one or more overhead lamps (801.2, 801.3, 801.4), or - at least one visual signaling device (802.2, 802.3, 802.4), such as one or more indicator signs (802.2, 802.3, 802.4) or one or more information signs (802.2, 802.3, 802.4); wherein the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) each include a sensor unit, the sensor unit including an ultra-wideband impulse radio module, the ultra-wideband impulse radio module being configured to at least transmit and / or receive at least one ultra-wideband impulse radio signal for object detection; a traffic monitoring and management unit (700) in data communication with the sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), the traffic monitoring and management unit (700) being configured to be dependent on the sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) at least one traffic parameter of said at least one entity (200), such as an impending intrusion of a critical area, an expected intrusion of said critical area, a size or a speed of said entity (200), is determined from traffic data supplied by said sensor unit of at least one airport signaling device, said traffic data being extracted from said at least one ultra-wideband impulse radio signal received by said at least one airport signaling device of said one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), The sensor unit of the one or more airport signal transmitting devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) further comprises: - at least one communication unit for wired communication, such as power line communication, or for wireless communication, in particular ultra-wideband or LTE communication, configured to transmit the traffic data to the traffic monitoring and management unit (700), a computing unit configured to process raw traffic data, receive and accumulate said raw traffic data received from said ultra-wideband impulse radio module, and deliver said traffic data of said at least one entity (200) to said traffic monitoring and management unit (700), - Power supply; Wherein, the traffic monitoring and management unit (700) comprises: - optionally at least one communication unit, said at least one communication unit being configured to exchange data with said airport signaling equipment (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4); a centralized processor configured to receive the traffic data of the at least one entity (200) transmitted by the sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), and to calculate the at least one traffic parameter of the at least one entity (200) based on the traffic data.

2. The system (100) of claim 1, wherein: The computing unit of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) is configured to host the traffic monitoring and management unit (700).

3. The system (100) of claim 1, wherein: The computing unit of at least one of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) is configured to host the traffic monitoring and management unit (700).

4. The system (100) of claim 1, wherein: The central processor is arranged in or on any one of the following: the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), a relay communication unit (450) or a substation with power electronic devices, the power electronic devices serving as a power source for the power supply for the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4).

5. The system (100) of claim 1, wherein: The central processor is arranged in or on another element, and the other element is selected from the group including or consisting of: airport light signal sending equipment, such as embedded lights or overhead lights; and visual signal sending equipment, such as indicator signs or information signs. Preferably, the other element does not have an ultra-wideband pulse radio module or the ultra-wideband pulse radio module is not enabled during use.

6. The system (100) of claim 4, wherein: The sensor units of the one or more airport signal transmitting devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a first group of sensor units of the one or more airport signal transmitting devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), the first group of sensor units being arranged in a cluster structure to cover a first area of ​​interest, the system (100) including the relay communication unit (450), wherein the sensor units in the first group are positioned within an ultra-wideband coverage range of the relay communication unit (450).

7. The system (100) according to any one of the preceding claims, wherein: The at least one ultra-wideband impulse radio signal received by the at least one airfield signaling device of the one or more airfield signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises at least one of the following: - an echoed ultra-wideband impulse radio signal, said echoed ultra-wideband impulse radio signal being reflected by said at least one entity (200) from an incident signal transmitted by at least one of said one or more airfield signalling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), and / or - an interfered ultra-wideband impulse radio signal indicating that the at least one entity (200) at least partially blocks an incident ultra-wideband impulse radio signal emitted by at least one other of the one or more airfield signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4).

8. The system (100) according to any one of the preceding claims, wherein: The one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4), the set of at least one airport signaling device defining a reference position (381, 382, ​​383), such as a holding position (381) or a scanning position (382, 383) of the runway (310) or the taxiway (320) of the at least one movement area, wherein the traffic monitoring and management unit (700) is configured to detect the impending intrusion of a critical area or the expected intrusion of the critical area from the traffic data in the following cases: - when said at least one entity (200) is not sensed at said reference location (381, 382, ​​383) by said set of said at least one airport signalling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) at a predefined time window, and / or - when the at least one entity (200) is sensed by the set of the at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) to be crossing the reference position (381, 382, ​​383).

9. System (100) according to the preceding claim, wherein The set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises a plurality of first embedded lights (801.1) arranged along an array transverse to an activity direction of the at least one activity zone (310, 320) and preferably arranged behind the reference position (381) according to the activity direction, wherein the traffic data is extracted from an echoed ultra-wideband pulse radio signal received by at least one of the lights (801.1) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of the lights (801.1).

10. The system (100) according to claim 8 or 9, wherein The set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) includes: at least one second airport signaling device (801.2, 802.2), in particular a second indication or information sign (802.2) and / or a second overhead light (801.2) arranged on a first side of the at least one activity area (310, 320), the airport signaling device defining the reference position (381); and at least one third airport signaling device (801.3, 802.3), in particular a third indication or information sign (802.3) and / or a third overhead light (801.3) arranged on a second side of the at least one activity area (310, 320) opposite to the first side, the second airport signaling device and the third airport signaling device (801.2, 801.3, 802.2, 802.3) being positioned at the same height along the activity direction of the at least one activity area (310, 320), wherein the traffic data is extracted from at least one of the following: a first echo ultra-wideband impulse radio signal received by at least one of the second airport signal transmitting devices (801.2, 802.2) and at least one of the third airport signal transmitting devices (801.3, 802.3) and reflected by the at least one entity (200) from a first incident ultra-wideband impulse radio signal transmitted by at least one of the second airport signal transmitting devices (801.2, 802.2) and at least one of the third airport signal transmitting devices (801.3, 802.3), respectively; a second echo ultra-wideband impulse radio signal received by at least one of the second airport signaling devices (801.2, 802.2) and reflected by the at least one entity (200) from a second incident ultra-wideband impulse radio signal emitted by at least one of the second airport signaling devices (801.2, 802.2); a third echo ultra-wideband impulse radio signal received by at least one of the third airport signaling devices (801.3, 802.3) and reflected by the at least one entity (200) from a third incident ultra-wideband impulse radio signal emitted by at least one of the third airport signaling devices (801.3, 802.3); a fourth echo ultra-wideband impulse radio signal received by at least one of the third airport signaling devices (801.3, 802.3) and reflected by the at least one entity (200) from a fourth incident ultra-wideband impulse radio signal emitted by at least one of the second airport signaling devices (801.2, 802.2); a fifth echo ultra-wideband impulse radio signal received by at least one of the second airport signaling devices (801.2, 802.2) and reflected by the at least one entity (200) from a fifth incident ultra-wideband impulse radio signal emitted by at least one of the third airport signaling devices (801.3, 802.3), a first interfered ultra-wideband impulse radio signal, which is received by at least one of the third airport signaling devices (801.3, 802.3) and instructs the at least one entity (200) to at least partially block a sixth incident ultra-wideband impulse radio signal emitted by at least one of the second airport signaling devices (801.2, 802.2), and / or a second interfered ultra-wideband impulse radio signal, which is received by at least one of the second airport signal transmitting devices (801.2, 802.2) and instructs the at least one entity (200) to at least partially block a seventh incident ultra-wideband impulse radio signal emitted by at least one of the third airport signal transmitting devices (801.3, 802.3).

11. The system (100) according to any one of claims 8 to 10, wherein: The set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) includes: at least one fourth airport signaling device (801.4, 802.4), in particular a fourth indication or information sign (802.4) or a fourth overhead light (801.4) arranged on the first side of the at least one activity area (310, 320), the airport signaling device (801.4, 802.4) defining the reference position (381, 382), The system optionally comprises at least one opposing airport signaling device (807, 808) which does not have an ultra-wideband impulse radio module or does not have an ultra-wideband impulse radio module enabled in use, in particular an opposing sign (808) or an opposing overhead light (807) arranged on a second side of the at least one airport activity area (310, 320) opposite to the first side, wherein the fourth airport signaling device (801, 802) and the opposing airport signaling device (807, 808) are positioned at the same height along the activity direction of the at least one activity area (310, 320); The traffic data is extracted from an echoed ultra-wideband pulse radio signal received by at least one of the fourth airport signal transmitting devices (801.4) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal transmitted by at least one of the fourth airport signal transmitting devices (801.4, 802.4).

12. The system (100) according to any one of claims 8 to 11, wherein: The set of at least one airport signaling device (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 801.6, 802.2, 802.3, 802.4) comprises at least one fifth embedded light (801.5), said at least one fifth embedded light being arranged on a centerline of said at least one activity zone (310, 320) and preferably before said reference position (381, 382, ​​383) according to said activity direction, wherein said traffic data is extracted from an echoed ultra-wideband pulse radio signal received by said at least one of said lights (801.5) and reflected by said at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by said at least one of said lights (801.5).

13. The system (100) according to any one of the preceding claims, wherein: The one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a cluster of airport signaling devices (801.6) disposed on a centerline, a guideline, or an edge line of the zone, wherein the traffic monitoring and management unit (700) is configured to determine at least one of the impending intrusion of the critical zone, the anticipated intrusion of the critical zone, the size of the at least one entity (200), and / or the speed of the entity (200), and optionally, The position of the entity (200) along the line depends on the traffic data supplied by the cluster of airport signaling devices (801.6), wherein the traffic data is extracted from echoed ultra-wideband pulse radio signals received by at least one airport signaling device in the cluster of airport signaling devices (801.6) and reflected by the at least one entity (200) from incident ultra-wideband pulse radio signals emitted by at least one airport signaling device in the cluster of airport signaling devices (801.6).

14. The system (100) according to any one of the preceding claims, wherein: The cluster of airport signaling equipment includes a plurality of sixth recessed lights (801.6) arranged on the center line, and optionally, the at least fifth recessed light (801.5) is included in the plurality of sixth recessed lights.

15. The system (100) of claim 13 or 14, wherein: The traffic monitoring and management unit (700) is configured to detect the expected intrusion of the at least one entity (200) into a critical area based on: - said position along said line; and / or - a braking distance determined for said entity using said size and / or said speed of said entity (200).

16. The system (100) according to any one of the preceding claims, wherein: The traffic monitoring and management unit (700) is configured to issue at least one alarm upon determining the imminent intrusion of a critical zone or the anticipated intrusion of the critical zone.

17. The system (100) according to any one of the preceding claims, comprising: At least one of the following: - a transmitter adapted to transmit a synthetic voice message alert to at least one pilot of said at least one entity (200), wherein said transmitter is configured to transmit said synthetic voice message alert to said pilot upon detection of said imminent intrusion of a critical area or said anticipated intrusion of said critical area, and / or - a broadcast system adapted to issue a warning to any person in the vicinity of said reference location at a location where said imminent intrusion of a critical zone or said anticipated intrusion of said critical zone is expected to occur.

18. A system (100) as described in any of the preceding claims, wherein the system is adapted to enable the at least one light signaling device, such as at least one of the following: an overhead red stop bar (807), a recessed red stop bar (807), the first recessed light (801.1), the second overhead light (801.2), the third overhead light (801.3), the fourth overhead light (801.4) or the relative overhead light (807), to visually warn the at least one pilot of the at least one entity (200) upon detecting the impending intrusion of the critical area or the expected intrusion of the critical area.

19. The system (100) according to any one of the preceding claims, wherein: The sensor units of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) are configured to receive and transmit ultra-wideband impulse radio signals for data communication, wherein at least two of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) are configured to exchange ultra-wideband impulse radio signals with each other through their respective sensor units. A system (100) as claimed in any one of the preceding claims, wherein the one or more airport signalling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprise a first communication device (470) coupled to a power line, and wherein the central processor of the traffic monitoring and management unit (700) is coupled to the power line and is configured for data communication with the first communication device via the power line.

20. The system (100) according to any one of the preceding claims, wherein The one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) include a second communication device configured to exchange data wirelessly with the central processor of the traffic monitoring and management unit (700), in particular via WiFi, LTE 4G, LTE 5G.

21. The system (100) according to any one of the preceding claims, wherein: The traffic monitoring and management unit (700) or the sensor unit of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) is configured to determine the range of the at least one entity (200) relative to the sensor unit of the one or more airport signaling devices (801.1, 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) using a time of flight of at least one ultra-wideband impulse radio outbound signal and at least one ultra-wideband impulse radio signal echo signal echoed by the at least one entity (200).

22. The system (100) according to any of the preceding claims, in particular claim 14, wherein The sixth plurality of recessed lamps comprises at least three recessed lamps (801.6), preferably at least five recessed lamps (801.6), more preferably at least ten recessed lamps (801.6), in particular the lamps are arranged continuously in series relative to each other.

23. The system (100) according to any one of the preceding claims, wherein: The cluster of airport signalling equipment (801.6) comprises at least three indicator or information signs, preferably at least five indicator or information signs, more preferably at least ten indicator or information signs, preferably the signs are arranged consecutively in series relative to each other, and / or wherein, The cluster of the airport signalling equipment (801.6) comprises at least three overhead lights, preferably at least five overhead lights, more preferably at least ten overhead lights, in particular in the case of guide lines or edge lines, in particular the lights being arranged continuously in series relative to one another.

24. An autonomous runway incursion warning system comprising a runway incursion detection and warning system as claimed in any one of the preceding claims.

25. An airport traffic service system for an airport site, the airport traffic service system comprising the runway incursion detection and warning system according to any one of claims 1 to 23, the airport traffic service system further comprising: A central monitoring unit (900) is configured to monitor at least one entity (200) on at least one movement area (310, 320, 350), and the central monitoring unit (900) is configured to communicate data with the runway incursion detection and warning system unit (700).

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