Method performed by automatic aircraft taxiing system, computer program product, non-transitory computer-readable storage medium, automatic aircraft taxiing system and aircraft

Abstract

The invention relates to a method performed by an automatic aircraft taxiing system, a computer program product, a non-transitory computer readable storage medium, an automatic aircraft taxiing system and an aircraft. An automatic aircraft taxiing system for taxiing an aircraft within an airport environment implements an anti-collision function (410). When the predicted trajectory of the moving object intersects the taxiing path trajectory of the aircraft, the collision avoidance function (410) triggers a correction of the guidance instruction and / or issues an alarm to a pilot of the aircraft. The collision avoidance function (410) ignores the identified object moving on the taxiway in the airport environment when the predicted trajectory of the identified object according to the location of the identified object on the airport map and the layout of the taxiway does not intersect the taxiway trajectory of the aircraft.

Description

TECHNICAL FIELD

[0001] The disclosure herein relates to a system for automatic taxiing operations of an aircraft within an airport environment. In particular, the disclosure herein relates to a system for collision avoidance between an aircraft taxiing on a taxiway and a moving object detected within the airport environment. BACKGROUND

[0002] After all passengers among the passengers have boarded the flight and the aircraft is ready for takeoff, the aircraft starts a taxiing phase within the airport environment from the gate to the designated takeoff runway. Similarly, after the aircraft has landed and has exited the landing runway, a taxiing phase also occurs within the airport environment to bring the aircraft to the deplaning gate. During the taxiing phase, the aircraft travels along a taxiway from the gate in question to the runway in question, or the aircraft travels along a taxiway from the runway in question to the gate in question. Some airports are large and can have complex taxiways. In some cases, the taxiway can include obstacles and / or hazards that the taxiing aircraft should avoid. Furthermore, the airport environment can include moving objects, such as other aircraft taxiing or airport vehicles in operation. The aircraft pilot needs to monitor the obstacles and hazards present and, importantly, the moving objects to avoid the risk of collision. This adds to the workload of the pilot when the pilot can be performing many procedures at the same time.

[0003] Therefore, there is room for improvement of the automatic operations during the taxiing phase to reduce the workload of the pilot, taking into account that false triggering of alerts and uncomfortable automatic actions should be avoided. SUMMARY

[0004] A method performed by an automatic aircraft taxiing system for taxiing an aircraft within an airport environment is proposed herein, the method comprising:

[0005] - obtaining an airport map and representing in real time on the airport map a current position of the aircraft;

[0006] - obtaining a taxiing path trajectory of the aircraft to a destination within the airport environment;

[0007] - calculating guidance instructions based on the taxiing path trajectory, such that the guidance instructions enable to automatically guide the aircraft within the airport environment according to the taxiing path trajectory until reaching the destination; and

[0008] - enabling an aircraft protection comprising a collision avoidance function that triggers a modification of the guidance instructions and / or an alert to a pilot of the aircraft when a predicted trajectory of a moving object intersects the taxiing path trajectory.

[0009] The method further comprises:

[0010] - detecting moving objects within the airport environment; and

[0011] - identifying a position of the moving objects on the airport map.

[0012] And, when the predicted trajectory of the identified object, according to its position on the airport map and the layout of the taxiway, does not intersect with the taxi path trajectory, the collision avoidance function ignores the identified object moving on the taxiway in the airport environment.

[0013] Thus, thanks to the automatic aircraft taxi system configured as above, the automatic operation during the taxi phase reduces the workload of the pilot and avoids false triggering of the alert to the pilot and / or uncomfortable actions such as unnecessary automatic braking.

[0014] According to a particular embodiment, when the taxi path trajectory of the aircraft passes through a detected object or hazard, the collision avoidance function further triggers a modification of the guidance instructions, the modification of the guidance instructions comprising calculating a modified taxi path trajectory to avoid the detected object or hazard, based on the position and trajectory of the object or hazard and the current position and taxi path trajectory of the aircraft. And the method further comprises modifying the guidance instructions, whereby the taxi path trajectory of the aircraft is changed into the modified trajectory.

[0015] According to a particular embodiment, the airport map identifies the position of known objects or hazards within the airport environment and the generated taxi path trajectory avoids the aircraft colliding with the objects or hazards already present on the airport map when obtained by the automatic aircraft taxi system.

[0016] According to a particular embodiment, the airport map is provided by a device of the airport entity, such as an air traffic control device or an operations control center device.

[0017] According to a particular embodiment, the air traffic control device provides information on taxi clearances and / or the OCC device map provides information on flight schedules, in order to facilitate the detection of objects within the airport environment.

[0018] According to a particular embodiment, the automatic aircraft taxi system detects the hazards and objects within the airport environment by:

[0019] - determining the current position of the aircraft on the airport map and the direction of the aircraft; and

[0020] - determining the distance and direction of the hazards and objects from the current position of the aircraft, based on measurements from the surveillance data provided by the surveillance aircraft sensors.

[0021] And the method further comprises determining the position on the airport map where the hazards and objects should be indicated, based on their distance and direction from the current position of the aircraft.

[0022] According to a particular embodiment, the method further comprises:

[0023] - detecting, using the aircraft surveillance sensors, the boundary lines of the taxiway in front of the aircraft; and

[0024] - adjusting the guidance instructions to protect the aircraft from deviating from the taxiway.

[0025] According to a particular embodiment, the method further comprises:

[0026] - associating the taxiway boundary lines on the airport map with the boundary lines of the taxiway in front of the aircraft captured by the aircraft surveillance sensors;

[0027] - predicting future taxiway boundary lines positions while the aircraft is moving; and

[0028] - reducing the field of view of the aircraft surveillance sensors capturing the boundary lines of the taxiway in front of the aircraft according to the prediction.

[0029] According to a particular embodiment, the method further comprises receiving a double input to override the guidance instructions:

[0030] by two pilots of the aircraft,

[0031] or by one pilot and an ATC controller,

[0032] or by one pilot and an OCC dispatcher,

[0033] and the automatic taxi system provides a human-machine interface comprising an action interface with which the pilot can interact and which has the ability to receive a request from the pilot of the aircraft to override the instructions of the protection command, and the automatic taxi system has the ability to receive a digital message from the air traffic control device and / or the operations control center device providing a confirmation that the guidance instructions can be overridden.

[0034] It is also proposed herein a computer program product comprising executable instructions which, when executed by processing circuitry of a computing device, cause the computing device to perform the above-mentioned method according to any one of the embodiments of the method. It is also proposed herein a non-transitory computer-readable storage medium having stored thereon executable instructions which, when read from the non-transitory computer-readable storage medium and executed by processing circuitry of a computing device, cause the computing device to perform the above-mentioned method according to any one of the embodiments of the method.

[0035] It is further proposed herein an automatic aircraft taxiing system for an aircraft taxiing within an airport environment, the automatic aircraft taxiing system comprising an electronic circuit configured to implement:

[0036] - obtaining an airport map and representing in real time on the airport map a current position of the aircraft;

[0037] - obtaining a taxiway trajectory of the aircraft to a destination within the airport environment;

[0038] - computing guidance instructions based on the taxiway trajectory, such that the guidance instructions are able to automatically guide the aircraft within the airport environment according to the taxiway trajectory until reaching the destination; and

[0039] - enabling an aircraft protection comprising a collision avoidance function which triggers a modification of the guidance instructions and / or an alert to a pilot of the aircraft when a predicted trajectory of a moving object intersects the taxiway trajectory of the aircraft,

[0040] and the electronic circuit is further configured to implement:

[0041] - detecting a moving object within the airport environment; and

[0042] - identifying a position of the moving object on the airport map.

[0043] The electronic circuit is further configured such that the collision avoidance function ignores the identified object moving on a taxiway in the airport environment when the predicted trajectory of the identified object does not intersect the taxiway trajectory of the aircraft according to the identified position of the object on the airport map and a layout of the taxiway.

[0044] It is also proposed herein an aircraft comprising such an automatic aircraft taxiing system. BRIEF DESCRIPTION OF DRAWINGS

[0045] The features of the application will become more apparent in the light of the following description of at least one example of an embodiment made with reference to the attached drawings, among which:

[0046] - Figure 1 - schematically represents a top view of an aircraft;

[0047] - Figure 2 - schematically represents an example of a hardware system of a computing device which can be used to implement an automatic taxiing system for an aircraft;

[0048] - Figure 3 - schematically represents functional blocks of an automatic taxiing system of an aircraft according to an embodiment;

[0049] - Figure 4a method for implementing collision avoidance by an automatic taxiing system of an aircraft according to one embodiment is schematically represented; and

[0050] - Figure 5 An example taxiing scenario is illustrated according to one embodiment. DETAILED DESCRIPTION

[0051] The subject matter provides systems and methods for providing an automatic taxiing function for a taxiing phase, during which an aircraft travels within an airport environment to reach a destination, for example to reach a designated runway to perform a takeoff or to reach a boarding gate of an airport.

[0052] Figure 1 A top view of the aircraft 202 is schematically represented. The aircraft 202 comprises an avionics equipment providing computing capabilities for the aircraft 202. The aircraft 202 comprises a human-machine interface enabling device in the cockpit in combination with the avionics equipment, such as a display or a touchscreen or an EFB (electronic flight bag) device, enabling interaction with a pilot of the aircraft 202.

[0053] The avionics equipment of the aircraft comprises a position awareness device, such as a GNSS (Global Navigation Satellite System) receiver, for example a GPS (Global Positioning System) receiver, a GLONASS receiver, a Galileo receiver, enabling the avionics equipment to know in real time the geographical position of the aircraft 202.

[0054] The avionics equipment of the aircraft preferably further comprises at least one communication interface configured to enable communication over a network with an air traffic control (ATC) device of a control tower of an airport and further preferably with an operations control center (OCC) device of an airline company with which the aircraft 202 is associated. For example, in some embodiments, the network is a mobile communication network, such as 3G, Long Term Evolution (LTE), 4G, 5G, 6G or any other suitable mobile communication network. The network can also include a satellite-based communication network or a wired network for when the aircraft 202 is on the ground at a boarding gate of an airport and is preparing for takeoff (boarding, refueling...). In some embodiments, for example, when the aircraft 202 is on the ground and in close proximity of a wireless access point (WAP), the network includes a wireless fidelity (Wi-Fi) network or a wireless local area network (WLAN).

[0055] The aircraft 202 is embedded with an automatic aircraft taxiing system 100, for example as part of the avionics equipment of the aircraft, configured to implement, among other functions, a collision avoidance function, as disclosed below.

[0056] Figure 2An example of a hardware system SYS2000 that can be used to implement a computing device for the automatic taxi system 100 is schematically represented. The hardware system SYS2000 can also be used to implement other avionics functions of the aircraft.

[0057] According to the example shown, the hardware system SYS2000 comprises at least the following components interconnected by a communication bus 2010: a processor, microprocessor, microcontroller or CPU (Central Processing Unit) 2001 ; a RAM (Random Access Memory) 2002; a ROM (Read-Only Memory) 2003 or EEPROM (Electrically Erasable Programmable ROM), such as a flash memory; a HDD (Hard Disk Drive) 2004 or a SD (Secure Digital) card reader, or any other device adapted to read information stored on a non-transitory information storage medium; and at least one interface I / f 2005, which preferably comprises a communication interface to enable communication with other devices, such as ATC devices or OCC devices.

[0058] The CPU 2001 is able to execute instructions loaded from the ROM 2003 or from an external memory, such as an SD card, into the RAM 2002. After the hardware system SYS2000 is powered on, the CPU 2001 is able to read instructions from the RAM 2002 and execute these instructions. The instructions form one or more computer program products that cause the CPU 2001 to perform some or all of the actions disclosed herein.

[0059] The subject matter disclosed herein can be implemented in software in combination with hardware and / or firmware, or in software as an alternative to hardware and / or firmware. For example, the subject matter described herein can be implemented in software executed by a processor or processing unit, such as a DSP (Digital Signal Processor) or programmable computer machine. The subject matter disclosed herein can be implemented in hardware form, by a machine or a dedicated chip or chipset, such as an FPGA (Field-Programmable Gate Array) or an ASIC (Application-Specific Integrated Circuit). Generally, the automatic taxi system 100 comprises processing electronic circuitry adapted and configured for implementing the subject matter disclosed herein.

[0060] Some embodiments of the disclosed system can be implemented, for example, using a storage medium, a computer-readable medium, or an article of manufacture that can store instructions or sets of instructions that, when executed by a machine (e.g., a processor, processing circuit, or microcontroller), can cause the machine to perform the methods and / or operations according to embodiments of the present disclosure. Additionally, a server or database server can include a machine-readable medium configured to store machine-executable program instructions. Such a machine can include, for example, any suitable processing platform, computing platform, computing device, processing device, computing system, processing system, computer, processor, or the like, and can be implemented using any suitable combination of hardware, software, firmware, or combinations thereof, and used in their systems, subsystems, components, or sub-components. The computer-readable medium or article of manufacture can include, for example, any suitable type of memory unit, memory device, memory article, memory medium, storage device, storage article, storage medium and / or storage unit, for example, memory (including non-transitory memory), removable or non-removable media, erasable or non-erasable media, writeable or re-writeable media, digital or analog media, hard disk, floppy disk, Compact Disc Read Only Memory (CD-ROM), Compact Disc Recordable (CD-R), Compact Disc Erasable (CD-RW), optical disk, magnetic media, magneto-optical media, removable memory cards or disks, various types of Digital Versatile Disc (DVD), a tape, a cassette, or the like. The instructions can include any suitable type of code, such as source code, compiled code, interpreted code, executable code, static code, dynamic code, encrypted code, and the like, implemented using any suitable high-level, low-level, object-oriented, visual, compiled and / or interpreted programming language.

[0061] Figure 3 Function blocks of the automatic taxiing system 100 according to one embodiment are schematically represented.

[0062] More specifically, the automatic taxiing system 100 implements a protection function for helping the aircraft 202 to avoid collision with an object or hazard on the taxiway while taxiing to a destination.

[0063] The one or more objects or hazards can include any physical hazard (e.g., cracks, potholes, sunken holes, severe damages, etc.) or another moving or stationary object (e.g., another taxiing aircraft, parked aircraft, vehicle, tram, bus, car, mobile stairs, etc.) on the taxiway.

[0064] The protection function includes a monitoring function 104 configured to obtain monitoring information about objects or hazards present within the airport environment. In some embodiments, the monitoring information is from one or more aircraft monitoring sensors 260. For example, the information is video images captured by one or more cameras arranged on the aircraft 202 to capture monitoring data about the airport environment outside the aircraft 202. In some embodiments, the one or more aircraft monitoring sensors 260 include one or more of: one or more cameras, a lidar device, a radar device, a microwave sensor, or an infrared sensor.

[0065] The monitoring function 104 is configured to analyze the obtained monitoring information in order to detect objects or hazards on the taxiway within the airport environment. In some embodiments, the monitoring function 104 is configured to determine that a hazard or object is present based on received monitoring data (typically from the aircraft monitoring sensors 260), which includes radar signatures, lidar signatures, photographs, images, videos, or other signatures indicative of a physical object moving or being stationary on the taxiway. The processing circuitry 206 can use any suitable algorithm to detect the presence of an object or hazard on the taxiway.

[0066] Any detected objects / hazards 108 are then provided to an airport map management function 106, which is configured to display or provide an airport map to the pilot of the aircraft on which the location of each detected object or hazard 108 is indicated. In some cases, the airport map thus updated can be saved and shared with a network of computers so that one or more other aircraft or airport entities can access the airport map with the hazards and objects indicated thereon.

[0067] The airport map represents at least a portion of the airport environment and displays the actual location of the aircraft 202 relative to the runways and taxiways of the airport environment in real time. In addition, the airport map displays the actual location of each detected object or hazard 108 in real time in a displayed illustration of the airport environment or a portion thereof.

[0068] In some embodiments, the airport map can be provided by a device of the airport entity 250, such as an ATC (air traffic control) device or an OCC (operations control center) device.

[0069] In some embodiments, the airport map management function 106 can determine the distance and direction of the hazards and objects from the current position of the aircraft 202 by first determining the actual position of the aircraft 202 on the map and the direction of the aircraft 202 and then indicating the position of the objects or hazards on the airport map based on the measurements from the surveillance function 104. Once these determinations are made, the airport map management function 106 can determine the position on the airport map where the hazards and objects should be indicated based on the distance and direction of the identified hazards or objects relative to the current position of the aircraft 202.

[0070] In some embodiments, the airport map can include the locations of known objects and hazards within the airport environment to facilitate the identification and detection of objects or hazards within the airport environment.

[0071] In some embodiments, the ATC equipment can provide information about taxi clearances to the surveillance function 104 and / or the OCC equipment map can provide information about flight dispatches to the surveillance function 104 to facilitate the identification and detection of objects within the airport environment.

[0072] The automatic taxi system 100 is configured to obtain a guidance path for the aircraft 202 to follow on the taxiway to the destination of the taxi phase within the airport environment. The guidance path can be provided by equipment of the airport entity 250, such as ATC (air traffic control) equipment or OCC (operations control center) equipment. In variants, the guidance path can be computed by the automatic taxi system 100 (e.g., by the airport map management function 106), as in many conventional navigation systems.

[0073] The automatic taxi system 100 further comprises a protection command computation function 112. The protection command computation function 102 is configured to compute or predict the trajectory of each object or hazard 108 detected on the taxiway of the airport environment. Some objects or hazards 108 can be detected as stationary (same position at consecutive time samples), or other objects can be detected as moving (different position at consecutive time samples). The protection command computation function 102 is configured to predict the trajectory of a moving object at least considering the actual position of the moving object in question on the airport map, the moving direction of the moving object in question, and the layout of the taxiway. Indeed, it is expected that a moving object detected on the taxiway follows the trajectory of the taxiway.

[0074] As an example, if a particular object is approaching the aircraft 202 faster than the speed of the aircraft 202 while the monitoring function 104 monitors the particular object, the particular object can be moving. However, if the monitoring function 104 detects that the particular object (or hazard in this case) is moving towards the aircraft 202 at the same speed as the aircraft 202 and while the aircraft 202 is travelling in the direction of the particular object, the particular object can be a stationary object. Those of ordinary skill in the art will appreciate that any suitable motion detection and object trajectory algorithm can be utilized to determine the position and trajectory of an object. The trajectory of the object is determined relative to the trajectory and position of the aircraft 202 such that the automated taxi system 100 determines whether the aircraft 202 can collide with the object (or hazard) in question.

[0075] The prediction of the trajectory of the object can be constrained to some extent by the position of the object on the airport map. For example, the position of the object is provided on the airport map and the trajectory is predicted based on the layout of various taxiway segments and boundary lines on the airport map. The object can follow a taxiway segment (or service road) and, as such, the protection command computation function 112 is configured to predict the trajectory of the object with the position of the object and its relation to the layout of the taxiway (or service road) as considerations.

[0076] The protection command computation function 102 is configured to compute a protection command from the predicted trajectory. The computation of the protection command involves computing a trajectory of the taxiing aircraft 202 to prevent the taxiing aircraft from colliding with the detected object or hazard 108 in question. For each stationary object or hazard, the computation of the protection command involves computing a trajectory of the taxiing aircraft 202 that excludes the position of each stationary object or hazard (typically a bypass trajectory is found). For each stationary object or hazard, the computation of the protection command involves checking whether the predicted trajectory of the moving object intersects with the trajectory of the aircraft 202. When the predicted trajectory of the moving object does not intersect with the trajectory of the aircraft 202, the protection command computation function 102 is configured to ignore the moving object in question.

[0077] The execution of the protection command is then managed by a protection command execution function 114, which is configured to instruct the automatic guidance system 210 of the aircraft 202. The protection command execution function 114 implements a collision avoidance function that triggers automatic braking of the aircraft and / or alerts the pilot when approaching an obstacle such as an object. By taking into account the layout of the taxiways on the airport map for predicting the trajectory of moving objects within the airport environment, false triggering of alerts to the pilot and / or uncomfortable actions such as unnecessary automatic braking are avoided. In the following, with respect to Figure 5 A collision avoidance scenario is presented.

[0078] However, before or during execution of the protection command 114, the pilots of the aircraft 202 can disagree with the protection command, or can want to manually override the protection command to prevent another possible problem. In this case, the protection function 102 comprises a double input 110 to override the protection command sent to the auto pilot 210 of the aircraft 202, i.e. to override the guidance instructions.

[0079] More specifically, the auto taxi system 100 preferably comprises a double input function 110 requiring two inputs to override the protection command. To avoid human error in overriding the protection command, the two inputs can be:

[0080] - provided by two pilots of the aircraft 202,

[0081] - or by one pilot and an ATC controller,

[0082] - or by one pilot and an OCC dispatcher.

[0083] To this end, the auto taxi system 100 provides a human machine interface comprising an action interface that can be displayed and with which the pilots can interact (the action interface and items thereon can be selected by human manipulation via the human machine interface). The action interface has the ability to receive instructions from the pilots requesting to override the protection command. Furthermore, the auto taxi system 100 can have the ability to receive digital messages from ATC and / or OCC equipment providing instructions or confirmations that the protection command can be overridden.

[0084] If the above double inputs are entered, the execution of the protection command (or guidance instructions) ends or does not occur, for example depending on when the double inputs are received.

[0085] The execution of the protection command 114 is valid during the taxi phase of the aircraft, aiming to protect the aircraft 202 from colliding with objects or hazards during the taxi phase to the destination within the airport environment.

[0086] In some embodiments, the auto taxi system 100 can be configured to prevent deviation from the taxiway by using a deviation prevention function.

[0087] In some embodiments, the auto taxi system 100 can be configured to prevent intrusion on the runway without permission provided from the ATC by using an intrusion prevention function.

[0088] In some embodiments, the boundary lines of the taxiway ahead of the aircraft 202 can be detected by the monitoring function 104 and the associated aircraft monitoring sensors 260 as the aircraft 202 moves along the guided path during the taxi phase, to obtain the required accuracy in the automatic guidance of the aircraft 202. Thus, the monitoring function 104 can be configured to provide an indication of said boundary lines relative to the effective position of the aircraft 202 to the protection command calculation function 112 (or to the protection command execution function 114) in order to adjust the instructions to the automatic guidance system 210 so as to protect the aircraft 202 from deviating from the taxiway.

[0089] Furthermore, the monitoring function 104 can use the airport map and the actual position of the aircraft within the airport environment to associate the inferred or delineated taxiway boundary lines on the airport map with the captured boundary lines of the taxiway ahead of the aircraft 202 by the aircraft sensors 260. Since the captured boundary lines can be associated with the taxiway boundary positions on the airport map, a prediction of the future taxiway boundary line positions as the aircraft 202 is moving can be calculated. Using this prediction can:

[0090] - be used to reduce the field of view of the aircraft monitoring sensors 260 that capture the taxiway boundary lines (as it is expected to be done thanks to the airport map),

[0091] - or the expectation itself can be better calculated, thus predicting for example the next sharp turn.

[0092] Figure 4 The method for implementing collision avoidance by the automatic taxi system 100 according to one embodiment is schematically represented.

[0093] In step 401, the automatic aircraft taxi system 100 obtains an airport map representing the airport environment. The airport map can identify the positions of objects or hazards known within the airport environment.

[0094] In step 402, the automatic aircraft taxi system 100 obtains a digital taxi clearance from the ATC device 10, the digital taxi clearance identifying a destination within the airport environment to which the aircraft 202 is instructed to taxi.

[0095] In step 403, the automatic aircraft taxi system 100 generates a taxi path trajectory (guided path) on the airport map for the aircraft 202 to the destination, for example like many conventional navigation systems. The generated taxi path trajectory avoids a collision of the aircraft 202 with the objects or hazards already present on the airport map.

[0096] In step 404, the automated aircraft taxi system 100 computes guidance instructions based on the taxi path trajectory, such that the guidance instructions are capable of automatically guiding the aircraft 202 within the airport environment according to the taxi path trajectory until the destination is reached.

[0097] In step 405, the automated aircraft taxi system 100 enables aircraft protection. Then, in step 410, the automated aircraft taxi system 100 enables a collision avoidance function. Other aircraft protection functions can also be enabled, such as a deviation prevention function that prevents the aircraft 202 from crossing a taxiway boundary and / or an intrusion prevention function that prevents the aircraft 202 from entering a runway without having previously received permission from the ATC.

[0098] Within the collision avoidance function, in step 411, objects are identified. In some embodiments, the surveillance data from the aircraft surveillance sensors 260 is used to do so. In response to determining that an object or hazard exists on the taxiway, the automated aircraft taxi system 100 indicates the location of the object or hazard on the airport map, saves the airport map in memory and updates the airport map in real-time to show the actual location of the aircraft 202 as well as the identified objects and hazards. The automated aircraft taxi system 100 can display the airport map in real-time for the pilot of the aircraft 202 to view the information contained in the airport map as it is updated.

[0099] In step 412, the automated aircraft taxi system 100 predicts (or forecasts) the motion (or trajectory) of the objects within the airport environment by using the layout of the taxiways in the airport map, as described above. The automated aircraft taxi system 100 determines whether the predicted trajectory of the object in question intersects or can intersect the taxi path trajectory of the aircraft 202.

[0100] In step 413, the automated aircraft taxi system 100 selectively modifies the guidance instructions to avoid the identified object according to whether the predicted trajectory of the identified object in the case of a moving object intersects the taxi path trajectory of the aircraft 202. The guidance instructions can be modified so as to apply a revised taxi path trajectory of the aircraft 202 to the destination. As described in detail below, the automated aircraft taxi system 100 can disregard some objects in the collision avoidance function according to the trajectory of the object with respect to the layout of the taxiways (or service roads) on the airport map and the current taxi path trajectory of the aircraft 202. Thus, false triggering of alerts to the pilot and / or uncomfortable maneuvers (e.g., unexpected turns or automatic braking) are avoided.

[0101] Thus, in some embodiments, the method performed by the automated aircraft taxi system 100 comprises calculating new guidance instructions for the aircraft 202 based on the position and trajectory of the identified object or hazard and the position and trajectory of the aircraft 202, the new guidance instructions comprising a modified trajectory for avoiding the object or hazard. Thus, the guidance instructions are modified, whereby the taxi path trajectory of the aircraft 202 is changed to the modified trajectory.

[0102] When the taxi path trajectory of the aircraft 202 cannot be modified to avoid the taxi path trajectory of the aircraft 202 crossing the detected object or hazard - meaning that no alternative taxi path trajectory can be found - the collision avoidance function 410 will anyway trigger a modification of the guidance instructions to avoid a collision (typically causing an automatic braking of the aircraft 202 to stop the aircraft 202) and / or an alert to the pilot of the aircraft.

[0103] Thus, the modified guidance instructions can comprise for example changing the direction of the trajectory of the aircraft 202 to bypass the identified object, turning to avoid the trajectory or position of the object, slowing down the aircraft 202 by activating an automatic braking function of the aircraft 202 to avoid passing the object, or any other suitable manoeuvre for ensuring that the aircraft 202 does not collide with the object or hazard.

[0104] Thus, the guidance instructions are modified recursively in real time according to the update of the object identification and according to the update of the prediction of the trajectory of the object according to the layout of the taxiway on the airport map and the potential modification of the taxi path trajectory of the aircraft 202.

[0105] Figure 5 An example taxi scenario is illustrated according to one embodiment.

[0106] Figure 5 An airport map is shown on which the actual position of the aircraft 202 is represented. The aircraft 202 is moving on a taxiway 501 within the airport environment represented by the airport map. The aircraft 202 follows a taxi path trajectory 505 to reach an entry point of a runway 502.

[0107] On the airport map, two objects 510a and 510b are represented that are identified on the taxiway 501. The automated aircraft taxi system 100 determines whether the identified objects 510a and 510b are moving or stationary.

[0108] If the identified objects 510a and 510b are stationary, the automated aircraft taxi system 100 detects that the taxi path trajectory 505 is unlikely to collide with the identified objects 510a and 510b and thus that the guidance instructions do not need to be modified.

[0109] If any one or both of the identified objects 510a and 510b are moving, the automated aircraft taxi system 100 predicts the trajectory of the objects 510a and 510b taking into account the location of the identified objects 510a and 510b on the airport map and the layout of the taxiways.

[0110] In the example scenario of FIG. 5B, the automated aircraft taxi system 100 must take note of the moving object 510a because, given the layout of the taxiways on the airport map, the predicted trajectory of the moving object 510a intersects the taxi path trajectory 505 of the aircraft 202. The guidance instructions can have to be amended to avoid a collision with the moving object 510a. In this case, the automated aircraft taxi system 100 can cause an automatic braking function of the aircraft 202 and / or issue an alert to the pilot of the aircraft 202. Figure 5 In the example scenario of FIG. 5B, the automated aircraft taxi system 100 can ignore the moving object 510b because, given the layout of the taxiways on the airport map, the predicted trajectory of the moving object 510b does not intersect the taxi path trajectory 505 of the aircraft 202.

[0111] Figure 5 If the automated aircraft taxi system 100 did not take into account the airport map including the layout of the taxiways 501 when predicting the trajectory of the moving object 510b, the automated aircraft taxi system 100 can (incorrectly) predict that a collision can occur between the taxiing aircraft 202 and the moving object 510b (e.g., depending on their respective speeds). However, because the automated aircraft taxi system 100 takes into account the above-mentioned considerations including the layout of the taxiways 501, the automated aircraft taxi system 100 can determine or predict that the moving object 510b will turn left or right in its path. The taxiing aircraft 202 can then be guided by the guidance instructions to proceed along its current taxi path trajectory. Thus, a false triggering of an alert to the pilot and / or an uncomfortable maneuver (e.g., a sudden turn or automatic braking) is avoided.

[0112] The above disclosure relating to the prediction of the trajectory of moving objects on the taxiways of the airport environment can be similarly applied to moving objects of the service roads of the airport environment (such as trams, buses, cars, etc.). For example, a distinction between object types can be made due to specific characteristic signals of said objects in the surveillance data (e.g., by image recognition). Such a distinction can better predict the trajectory of these objects and better predict the potential risk of a collision because the automated aircraft taxi system 100 can eliminate possible routes of the objects (e.g., eliminate routes involving the objects leaving the taxiways and service roads).

[0113] The above disclosure relating to the prediction of the trajectory of moving objects on the taxiways of the airport environment can be similarly applied to moving objects of the service roads of the airport environment (such as trams, buses, cars, etc.). For example, a distinction between object types can be made due to specific characteristic signals of said objects in the surveillance data (e.g., by image recognition). Such a distinction can better predict the trajectory of these objects and better predict the potential risk of a collision because the automated aircraft taxi system 100 can eliminate possible routes of the objects (e.g., eliminate routes involving the objects leaving the taxiways and service roads).

[0114] ​As used herein, an element or operation recited in the singular and preceded with the word "a" or "an" should be understood as not excluding plural elements or operations, unless such exclusion is explicitly recited. Furthermore, references to "one implementation" of the present disclosure are not intended to be interpreted as excluding the existence of additional implementations that also incorporate features said "one implementation."

Claims

1. A method performed by an automated aircraft taxiing system (100) for taxiing an aircraft (202) within an airport environment, the method comprising: Obtain (401) an airport map and display the current position of the aircraft (202) on the airport map in real time; Obtain the taxiing path trajectory (505) of the aircraft (202) to its destination within the airport environment; Based on the taxiing path trajectory (505), a guidance command (404) is calculated, so that the guidance command can automatically guide the aircraft (202) in the airport environment according to the taxiing path trajectory (505) until the destination is reached; as well as Activate (405) aircraft protection including collision avoidance function (410), when the predicted trajectory of a moving object intersects with the gliding path trajectory (505), the collision avoidance function (410) triggers a correction to the guidance command and / or issues an alert to the pilot of the aircraft. The method further includes: Detecting moving objects within the airport environment; and Identify the location of the moving object on the airport map; Furthermore, when the predicted trajectory of an object identified based on the location of the identified object on the airport map and the layout of the taxiway does not intersect with the taxiway trajectory (505), the collision avoidance function (410) ignores the identified object moving on the taxiway in the airport environment.

2. The method according to claim 1, wherein, When the sliding path trajectory (505) passes a detected object or hazard, the collision avoidance function (410) also triggers a correction of the guidance command. The correction of the guidance command includes calculating a corrected sliding path trajectory based on the position and trajectory of the object or hazard, the current position, and the sliding path trajectory (505) to avoid the detected object or hazard. Furthermore, the method also includes modifying the guidance instructions, thereby changing the gliding path trajectory (505) into the modified gliding path trajectory.

3. The method according to claim 1 or 2, wherein, The airport map identifies the location of known objects or hazards within the airport environment, and the generated taxiing path trajectory (505) avoids collisions between the aircraft (202) and objects or hazards that already exist on the airport map when obtained by the automated aircraft taxiing system (100).

4. The method according to any one of claims 1 to 3, wherein, The airport map is provided by equipment of the airport entity (250), such as air traffic control equipment or operations control center equipment.

5. The method according to claim 4, wherein, The air traffic control equipment provides information on taxiing permission and / or the operations control center equipment map provides information on flight scheduling to facilitate object detection within the airport environment.

6. The method according to any one of claims 1 to 5, wherein, The automated aircraft taxiing system (100) detects hazards and objects in the airport environment in the following ways: Determine the current position of the aircraft (202) on the airport map and the orientation of the aircraft (202); Based on the measurement results of the surveillance data provided by the surveillance aircraft sensor (260), the distance and direction of the danger and object from the current position of the aircraft (202) are determined; Furthermore, the method further includes: Based on the distance and direction of the hazard and object relative to the current position of the aircraft (202), determine the location on the airport map where the hazard and object should be indicated.

7. The method according to any one of claims 1 to 6, wherein, The method further includes: The boundary line of the taxiway in front of the aircraft (202) is detected using the aircraft monitoring sensor (260); and The guidance commands are adjusted to protect the aircraft (202) from deviating from the taxiway.

8. The method according to claim 7, wherein, The method further includes: Associate the taxiway boundary line on the airport map with the taxiway boundary line in front of the aircraft (202) captured by the aircraft monitoring sensor (260); While the aircraft (202) is moving, the future location of the taxiway boundary line is predicted; and The field of view of the aircraft monitoring sensor (260) that captures the taxiway boundary line in front of the aircraft (202) is reduced according to the prediction.

9. The method according to any one of claims 1 to 8, wherein, The method further includes receiving dual inputs (110) to override the guidance instructions. This was carried out by the two pilots of the aircraft (202). Alternatively, it can be done by a pilot and an air traffic controller. Alternatively, it can be done by a pilot and an operations control center dispatcher. The automatic taxiing system (100) provides a human-machine interface, which includes an action interface, through which the pilot can interact and which has the ability to receive instructions from the pilot of the aircraft (202) requesting overriding protection commands. The automatic taxiing system (100) also has the ability to receive digital messages from air traffic control equipment and / or operations control center equipment confirming that the guidance instructions can be overridden.

10. A computer program product comprising executable instructions that, when executed by processing circuitry of a computing device, cause the computing device to perform the method according to any one of claims 1 to 8.

11. A non-transitory computer-readable storage medium having executable instructions stored thereon, the executable instructions causing the computing device to perform the method according to any one of claims 1 to 8 when read from the non-transitory computer-readable storage medium and executed by processing circuitry of a computing device.

12. An automated aircraft taxiing system (100) for taxiing an aircraft (202) in an airport environment, the automated aircraft taxiing system (100) including electronic circuitry configured to achieve: Obtain (401) an airport map and display the current position of the aircraft (202) on the airport map in real time; Obtain the taxiing path trajectory of the aircraft (202) to its destination within the airport environment; Based on the taxiing path trajectory (505), a guidance command (404) is calculated, so that the guidance command can automatically guide the aircraft (202) in the airport environment according to the taxiing path trajectory (505) until the destination is reached; as well as Activate (405) aircraft protection including collision avoidance function (410), when the predicted trajectory of a moving object intersects with the gliding path trajectory (505), the collision avoidance function (410) triggers a correction to the guidance command and / or issues an alert to the pilot of the aircraft (202). The electronic circuitry is configured to further implement: Detecting moving objects within the airport environment; and Identify the location of the moving object on the airport map; Furthermore, the electronic circuitry is configured such that when the predicted trajectory of an object identified based on the location of the identified object on the airport map and the layout of the taxiway does not intersect with the taxiway trajectory (505), the collision avoidance function (410) ignores the identified object moving on the taxiway in the airport environment.

13. An aircraft (202) comprising an automated aircraft gliding system (100) according to claim 12.

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