Aircraft anti-collision system for airport ground obstacles and anti-collision method used therein

Abstract

According to the aircraft anti-collision system for the airport ground obstacles and the anti-collision method used in the aircraft anti-collision system, lag or errors of information transmission can be eliminated, improper driving behaviors of an aircraft driver can be effectively corrected in time, and collision detection, early warning and braking can be completed through independent equipment of an aircraft. The aircraft anti-collision system of the present disclosure includes: detection units installed at a plurality of high-risk collision positions of an aircraft and including at least a pair of monitoring devices; the analysis processing unit is used for judging the relative motion collision trend between the airplane and the obstacle and sending feedback instructions of different risk levels according to the relative motion collision trend; the alarm unit is used for sending corresponding alarm prompt information to an aircraft pilot according to different risk levels of the feedback instruction; and the brake control unit is used for sending a deceleration instruction to an aircraft brake system when the feedback instruction with the high risk level is received and control operation is not carried out according to the alarm prompt information.

Description

Aircraft collision avoidance systems for airport ground obstacles and the collision avoidance methods used therein Technical Field

[0001] This disclosure relates to an aircraft collision avoidance system and a collision avoidance method used in a commercial transport vehicle operating on the ground of a civil aircraft airport for transporting passengers, cargo, etc., against airport ground obstacles. Background Technology

[0002] Collision avoidance by civil transportation vehicles during ground operations at civil aircraft airports mainly relies on the command of ground traffic management units (towers) and the visual observation of pilots. The former is subject to lag due to the tower's perception and command of the traffic conditions around the aircraft, while the latter is subject to the limited range of the pilot's perception of the traffic situation around the aircraft and the possibility of distraction due to ground operation tasks. Therefore, the reliability of collision avoidance has always been a major issue that civil transportation vehicles need to address.

[0003] Currently, active collision avoidance technology has been fully applied in flight and can greatly eliminate the risks of dangerous proximity and collisions in air traffic (i.e., during aircraft takeoff and landing). However, active collision avoidance design for aircraft on the ground has not yet been truly applied and played its due role in the ground operation of civil aircraft.

[0004] Chinese patent application CN 110667561 A discloses a method and system for vehicle contact prediction and automatic braking activation. It is mainly based on licensed data provided / maintained by ATC and utilizes the airport's existing infrastructure to detect and avoid wingtip collisions. This solution may not require special aircraft installation, but the position monitoring implemented using data from external systems such as ATC requires a high-precision monitoring system and stable and efficient signal transmission, and it also depends on the airport to build supporting equipment and implement operational support.

[0005] Furthermore, Chinese patent application publication CN 103700287 A discloses a system and method for issuing collision warnings to vehicles via sensor pulses. This method requires the installation of receiving and warning devices on vehicles other than aircraft that are at risk of collision. Additionally, the collision warning provided by this method only occurs on vehicles other than aircraft that are violating regulations. It does not warn the aircraft pilot, cannot correct improper driving behavior, or provide emergency avoidance reminders, and there is still room for improvement in the reliability of collision avoidance.

[0006] Furthermore, Chinese patent application CN 116740991 A discloses an airport surface collision avoidance assistance system and aircraft, including a detection unit, an airborne information acquisition unit, and a processing unit. This system detects first obstacle information around the aircraft and acquires second obstacle information from valid information from a monitoring system. The processing unit combines this information to determine the collision risk and generates a risk warning sign. However, in this system, the use of second obstacle information relies on an external monitoring system. Relying on an external monitoring system for (second) obstacle information requires supporting equipment and stable, efficient signal transmission, which may be limited by airport conditions, leading to unavailability or poor compatibility, resulting in poor versatility.

[0007] Furthermore, Chinese patent application publication CN 115615418 A discloses an aircraft collision avoidance system and method, as well as an aircraft including the collision avoidance system. This system uses sensors mounted on a trailer to detect the environment around the aircraft, generates a three-dimensional safety protection frame for the aircraft based on an aircraft geometry database, updates the safety protection frame according to data corresponding to different operating modes of the trailer, calculates the distance between the detected object and the aircraft, and outputs a warning or alarm when a collision risk exists. However, this collision avoidance system relies on sensors mounted on aircraft support facilities (such as trailers) to detect the environment around the aircraft. This method depends on the components (such as sensors) used in conjunction with the aircraft support facilities (such as trailers) and cannot cover most aircraft ground operation scenarios. For example, when the aircraft is taxiing on the ground without a trailer following it, the collision avoidance system will not activate a collision warning, indicating room for improvement in avoidance reliability.

[0008] Therefore, further research and development is urgently needed in the existing aircraft collision avoidance systems for airport ground civil transportation vehicles to solve one or more of the following technical problems: (1) information transmission delay or error; (2) lack of warnings for aircraft pilots; (3) dependence on airport construction conditions, requiring supporting external facilities and equipment and information support. Summary of the Invention

[0009] This disclosure is made to address the above-mentioned prior art, and its purpose is to provide an aircraft collision avoidance system for airport ground obstacles and a collision avoidance method used therein, which can avoid delays or errors in the transmission of information related to collision risks.

[0010] Another objective of this disclosure is to provide an aircraft collision avoidance system for airport ground obstacles and a collision avoidance method used therein, which can effectively correct improper pilot behavior and / or take timely action in response to external collision risks.

[0011] Another objective of this disclosure is to provide an aircraft collision avoidance system for airport ground obstacles and the collision avoidance method used therein, which can complete collision detection, early warning and braking by relying on the aircraft's own independent equipment, without depending on airport construction conditions, and can cover the collision avoidance needs of various aircraft ground operation scenarios, including the aircraft's taxiing phase.

[0012] To achieve at least one of the above objectives, one aspect of this disclosure relates to an aircraft collision avoidance system for airport ground obstacles, characterized by comprising: a detection unit installed at multiple high-risk collision locations of the aircraft, and including at least a pair of monitoring devices for detecting the distance and motion trend of the obstacle (which is the airport ground obstacle) relative to the aircraft, and providing a corresponding view of the potential collision risk direction; an analysis and processing unit that determines the relative motion collision trend between the aircraft and the obstacle based on the aircraft's motion direction and speed and the running direction and speed of the potential obstacle on the path, and issues feedback commands of different risk levels based on the relative motion collision trend; an alarm unit that issues corresponding alarm prompts to the aircraft pilot based on the different risk levels of the feedback commands; and a braking control unit that, upon receiving the feedback command of a high risk level and when the aircraft pilot has not yet performed control operations according to the alarm prompts, issues a deceleration command to the aircraft braking system based on the distance and relative running speed to the obstacle.

[0013] As configured as described above, since the aircraft collision avoidance system for airport ground obstacles disclosed herein includes a detection unit containing at least a pair of monitoring devices installed at high-risk collision locations of the aircraft, for detecting the distance and motion trend of the obstacle relative to the aircraft itself, and providing a corresponding view of the potential collision risk direction, it can effectively avoid the lag and error in the transmission of monitoring information for obstacles by the aircraft collision avoidance system.

[0014] Furthermore, based on the above-described configuration, since the aircraft collision avoidance system for airport ground obstacles disclosed herein directly issues warning messages and / or audible warnings to the aircraft pilot through the warning unit, it can effectively prompt the aircraft pilot to correct improper driving behavior as soon as possible, and can take timely and proactive actions, such as braking, in response to external collision risks according to their risk levels.

[0015] Furthermore, based on the above-described configuration, the aircraft collision avoidance system for airport ground obstacles disclosed herein can complete collision detection, early warning, and braking using the aircraft's own independent equipment, without relying on airport construction conditions, and can cover the collision avoidance needs of various aircraft ground operation scenarios, including the aircraft's taxiing phase.

[0016] Preferably, one of the paired monitoring devices is a reflective pulse ranging radar for detecting the distance and motion trend of the obstacle relative to the aircraft, and the other is a high-definition camera for providing a corresponding view of the direction of potential collision risks.

[0017] As described above, the reflective pulse ranging radar can use radar to receive reflected signals from obstacles to provide distance monitoring between the obstacle and the aircraft's position, as well as obstacle movement trend monitoring. The high-definition camera can provide corresponding views of potential collision risk directions. Therefore, obstacle monitoring information can be transmitted instantly and accurately between various systems of the aircraft without the need for multi-terminal or long-distance transmission.

[0018] Preferably, the analysis and processing unit is integrated into the flight management system of the aircraft, the alarm unit is integrated into an aircraft instruction recording system different from the flight management system in which the analysis and processing unit is located, and the braking control unit is integrated into an aircraft braking system different from the flight management system in which the analysis and processing unit is located and the aircraft instruction recording system in which the alarm unit is located.

[0019] As described above, the analysis and processing unit, alarm unit, and braking control unit of the aircraft collision avoidance system are all located in different systems of the aircraft itself. It can complete collision detection, early warning, and braking by relying on the aircraft's own independent equipment without relying on other information provided by the airport. Even in areas with poor airport construction conditions, it can reliably achieve the aircraft's collision avoidance function against airport ground obstacles.

[0020] A further preferred embodiment is that a human-machine interface is provided on the aircraft's control panel.

[0021] Based on the configuration described above, it can provide manual settings for preferences such as detection and warning sensitivity.

[0022] Further preferably, the alarm unit can provide corresponding text and / or audible alerts based on the risk level of the feedback instructions from the analysis and processing unit, from low to high. Additionally, the relative distance between the aircraft and the obstacle, and the collision risk level determined based on relative speed, can be displayed in the aircraft's built-in ND airport view. Furthermore, when the analysis and processing unit determines that the aircraft has a collision risk, the view from one or more high-risk collision locations can be invoked. Optionally, alarm information indicating a collision warning can also be displayed on an integrated display device and / or a head-up display.

[0023] Based on the above configuration, various methods can be used to improve the timeliness and effectiveness of collision risk warnings.

[0024] Furthermore, more preferably, after receiving a relevant deceleration command, the aircraft braking system applies braking force to the aircraft's wheels to slow the aircraft down and avoid a collision. While applying braking force to the wheels to decelerate the aircraft, it also sends a signal of braking operation to the warning unit and instructs the warning unit to issue a warning message to the aircraft pilot indicating that automatic braking is in progress.

[0025] As described above, the system can proactively intervene and brake to avoid a collision if the pilot fails to respond to warning messages, thus minimizing the possibility of a potential collision.

[0026] Another aspect of this disclosure provides a collision avoidance method used in an aircraft collision avoidance system for airport ground obstacles in the aforementioned aspect. The method is characterized by: a detection unit detecting obstacle information within the aircraft's path of motion; an analysis and processing unit analyzing the obstacle information detected by the detection unit to calculate whether the aircraft is at risk of colliding with the obstacle; when the analysis and processing unit determines that the aircraft is at risk of colliding with the obstacle, the analysis and processing unit instructs an alarm unit to issue a corresponding alarm message to the pilot based on feedback instructions from the analysis and processing unit regarding different risk levels according to the relative motion collision trend between the aircraft and the obstacle; and if the pilot fails to follow the control operation after issuing the alarm message, the analysis and processing unit forcibly intervenes, instructing the braking control unit to issue a braking signal to the aircraft braking system, which then responds and engages automatic braking avoidance, displaying the ground collision risk status on the cockpit ground navigation page.

[0027] Preferably, when the analysis and processing unit calculates that there is no risk of the aircraft colliding with the obstacle, the analysis and processing unit does not instruct the alarm unit to provide an alarm, but continues to monitor the relevant collision risk and displays the ground collision risk status on the cockpit ground navigation page.

[0028] In addition, preferably, when the aircraft pilot performs the control operation according to the warning prompt after issuing the warning prompt, the ground collision risk status is displayed on the cockpit ground navigation page.

[0029] Based on the above configuration, the collision avoidance method of this disclosure can achieve the same or corresponding functions and effects as the aircraft collision avoidance system for airport ground obstacles disclosed herein. Attached Figure Description

[0030] Figure 1 is a schematic block diagram of the aircraft collision avoidance system for airport ground obstacles disclosed herein.

[0031] Figure 2 is a schematic diagram of an aircraft at a typical high-risk collision location, where the detection module of the aircraft collision avoidance system of the present disclosure shown in Figure 1 is configured.

[0032] Figure 3 is a schematic diagram showing the relative distance between the aircraft and obstacles and the magnitude of the collision risk in the ND airport view.

[0033] Figure 4 is a flowchart illustrating the collision avoidance method used in the aircraft collision avoidance system for airport ground obstacles disclosed herein.

[0034] (Symbol Explanation)

[0035] 10 Aircraft; 20 Obstacles; 100 Aircraft Collision Avoidance System; 110 (110-1~110-6) Detection Module; 120 Analysis and Processing Unit; 130 Alarm Unit; 140 Braking Control Unit; A~F High-Risk Collision Locations. Detailed Implementation

[0036] The following description, with reference to the accompanying drawings, describes the aircraft collision avoidance system 100 for airport ground obstacles (hereinafter sometimes referred to as "obstacle 20") and the collision avoidance method used therein. First, the aircraft collision avoidance system 100 will be described, wherein FIG1 is a schematic block diagram of the aircraft collision avoidance system 100 for airport ground obstacles, FIG2 is a schematic diagram of an aircraft at several typical high-risk collision positions A to F, in which the detection modules 110 (110-1 to 110-6) of the aircraft collision avoidance system 100 shown in FIG1 are configured, and FIG3 is a schematic diagram showing the relative distance and collision risk between the aircraft 10 and obstacle 20 in an ND airport view.

[0037] As shown in Figures 1 and 2, the aircraft collision avoidance system 100 for airport ground obstacles disclosed herein includes: a detection unit 110 (110-1 to 110-6), which is installed at multiple high-risk collision locations A to F of the aircraft 10 to detect the distance and motion trend of the obstacle 20 relative to the aircraft 10, and to provide a corresponding visual view of the potential collision risk direction; and an analysis and processing unit 120, which determines the relative motion collision trend between the aircraft 10 and the obstacle 20 based on the motion direction and speed of the aircraft 10 and the running direction and speed of the potential obstacle 20 on the path, and issues feedback commands of different risk levels based on the relative motion collision trend (as...). The system includes a collision warning command for low-to-medium risk collisions or a braking command for high-risk collisions; the warning unit 130, based on the different risk levels of the feedback command, i.e., whether it is a collision warning command for low-to-medium risk collisions or a braking command for high-risk collisions, issues corresponding warning information to the aircraft pilot, such as a warning information indicating that a collision may occur and immediate deceleration or avoidance is required; and the braking control unit 140, which, upon receiving the feedback command of a high-risk level, and when the aircraft pilot has not yet performed the control operation of braking or turning to avoid a collision according to the warning information, issues a deceleration command to the automatic braking system (not shown) based on the distance and relative speed with respect to the obstacle 20.

[0038] In this disclosure, the detection unit 110 (110-1 to 110-6) includes, for example, at least a pair of monitoring devices, one of which is a reflective pulse ranging radar that uses radar to receive reflected signals from the obstacle 20 to provide distance monitoring between the obstacle 20 and the position of the aircraft 10 itself, and monitoring of the movement trend of the obstacle 20. The other monitoring device is a high-definition camera that provides a corresponding view of the direction of potential collision risk.

[0039] In addition, in this disclosure, the analysis and processing unit 120 is integrated into the flight management system of the aircraft 10, and preferably, a human-machine interface is provided on the control panel of the aircraft 10 to provide manual settings for preferences such as detection and warning sensitivity.

[0040] Furthermore, in this disclosure, the alarm unit 130 is integrated into an aircraft instruction recording system different from the flight management system where the analysis and processing unit 120 is located. Preferably, it can provide corresponding warning messages and / or audible alerts based on the risk level of the feedback instructions from the analysis and processing unit 120, from low to high. For example, it can use EICAS warning messages (caution, warning), warning lights, and / or voice prompts (including issuing "beep" warning sounds at different frequencies). Alternatively, or in combination, the relative distance between the aircraft 10 and the obstacle 20 can be displayed in the ND airport view provided by the aircraft 10, and the collision risk level based on relative speed can be indicated by different colors, such as the warning zone, braking zone, and buffer zone marked with yellow, orange, and red in Figure 3. When the analysis and processing unit 120 determines that the aircraft 10 has a collision risk, it calls the view of a high-definition camera installed at the risk location (e.g., one or more of the high-risk collision locations A to F). In addition, the alarm message indicating a collision warning can be displayed on the integrated display device. In addition, on aircraft 10 equipped with HUD (Head-Up Display), warning messages indicating collision warnings can be displayed on the HUD (Head-Up Display) either alternatively or simultaneously to enhance the situational awareness of the pilot.

[0041] Furthermore, in this disclosure, the braking control unit 140 is integrated into an aircraft braking system that is different from the flight management system where the analysis and processing unit 120 is located and the aircraft instruction and recording system where the alarm unit 130 is located. Upon receiving a relevant deceleration command, the aircraft braking system (automatic braking system) applies braking force to the wheels of the aircraft 10 to slow it down and avoid a collision. While applying braking force through the wheels to decelerate, it also sends a signal of braking operation to the alarm unit 130 and instructs the alarm unit 130 to issue an automatic braking warning message (a type of warning message) to the pilot.

[0042] As configured as described above, the aircraft collision avoidance system 100 for airport ground obstacles disclosed herein includes detection units 110 (110-1 to 110-6) installed at high-risk collision locations A to F of the aircraft 10, each containing at least a pair of monitoring devices, for detecting the distance and motion trend of the obstacle 20 relative to the aircraft 10 itself. In particular, the detection unit 110 includes a pair of reflective pulse ranging radar and a high-definition camera. The reflective pulse ranging radar uses radar to receive the reflected signal from the obstacle 20 to provide distance monitoring between the obstacle 20 and the position of the aircraft 10 itself, and motion trend monitoring of the obstacle 20. The high-definition camera is used to provide a corresponding view of the potential collision risk direction. Therefore, the monitoring information of the obstacle 20 by the aircraft collision avoidance system 100 disclosed herein can be transmitted instantly and accurately between various systems of the aircraft 10 without the need for multi-terminal or long-distance transmission, thereby effectively avoiding information transmission lag and errors.

[0043] Furthermore, based on the configuration described above, since the aircraft collision avoidance system 100 for airport ground obstacles disclosed herein directly issues warning messages and / or warning sounds to the aircraft pilot through the warning unit 130, it can effectively prompt the aircraft pilot to correct improper driving behavior as soon as possible, and can take corresponding actions in a timely and proactive manner, such as braking, in response to external collision risks according to their risk levels.

[0044] Furthermore, based on the above-described configuration, the aircraft collision avoidance system 100 for airport ground obstacles disclosed herein can complete collision detection, early warning, and braking independently of the aircraft 10 itself, without relying on airport construction conditions, and can cover the collision avoidance needs of various aircraft ground operation scenarios, including the aircraft 10 during ground taxiing.

[0045] The collision avoidance method used in the aircraft collision avoidance system for airport ground obstacles of the present disclosure will now be described with reference to FIG4, wherein FIG4 is a flowchart illustrating the collision avoidance method used in the aircraft collision avoidance system 100 of the present disclosure.

[0046] In the collision avoidance method used in the aircraft collision avoidance system 100 disclosed herein, as shown in FIG4, firstly, the detection unit 110 of the aircraft collision avoidance system 100 detects information on obstacles 20 within the range of the movement path of the aircraft 10 itself (step S100).

[0047] Next, the analysis and processing unit 120 analyzes and processes the obstacle 20 information detected by the detection unit 110 to calculate whether the aircraft 10 has a risk of colliding with the obstacle 20 (step S200).

[0048] If the analysis and processing unit 120 calculates that there is no risk of the aircraft 10 colliding with the obstacle 20, i.e., no in step S200, then the analysis and processing unit 120 does not instruct the alarm unit 130 to provide an alarm, but continues to monitor the relevant collision risk (step S210) and displays the ground collision risk status on the cockpit ground navigation page (step S300).

[0049] Conversely, if the analysis and processing unit 120 calculates that there is a risk of the aircraft 10 colliding with the obstacle 20, i.e., the risk is yes in step S200, then the analysis and processing unit 120 instructs the alarm unit 130 to issue corresponding alarm information to the aircraft pilot based on the feedback instructions issued by the analysis and processing unit 120 according to the different risk levels of the relative motion collision trend between the aircraft 10 and the obstacle 20, such as an alarm information that a collision may occur and that it is necessary to immediately slow down or avoid it (step S220).

[0050] Next, the analysis and processing unit 120 determines whether the pilot has subsequently followed the control operation indicated by the warning message (step S230). If the pilot has followed the control operation indicated by the warning message, i.e., the determination in step S220 is "yes", then proceed to step S300, and display the ground collision risk status on the cockpit ground navigation page. Conversely, if the pilot has not followed the control operation indicated by the warning message, i.e., the determination in step S220 is "no", then the analysis and processing unit 120 intervenes forcibly, instructing the braking control unit 140 to issue a braking signal to the automatic braking system (not shown) (step S231), and the automatic braking system subsequently responds and engages automatic braking avoidance (step S232), and proceeds to step S300, displaying the ground collision risk status on the cockpit ground navigation page.

[0051] Based on the configuration described above, the collision avoidance method of this disclosure can achieve the same or corresponding functions and effects as the aircraft collision avoidance system 100 for airport ground obstacles disclosed herein.

[0052] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An aircraft collision avoidance system (100) for airport ground obstacles, characterized in that, include: A detection unit (110) is installed at multiple high-risk collision locations (A-F) of the aircraft (10) and includes at least a pair of monitoring devices for detecting the distance and movement trend of obstacles (20) as airport ground obstacles relative to the aircraft (10) itself, and providing a corresponding view of the potential collision risk direction; an analysis and processing unit (120) determines the direction and speed of the aircraft (10) and the potential obstacles (20) on the path based on the direction and speed of the aircraft (10)'s movement and the direction and speed of the potential obstacles (20) on the path. The relative motion collision trend between the obstacles (20) is determined, and feedback instructions of different risk levels are issued based on the relative motion collision trend; an alarm unit (130) issues corresponding alarm prompts to the pilot according to the different risk levels of the feedback instructions; and a braking control unit (140) issues deceleration instructions to the aircraft braking system based on the distance from the obstacles and the relative running speed when the pilot receives the feedback instruction of a high risk level and the pilot still fails to perform control operations according to the alarm prompts.

2. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 1, characterized in that, One of the paired monitoring devices is a reflective pulse ranging radar for detecting the distance and motion trend of the obstacle (20) relative to the aircraft (10), and the other is a high-definition camera for providing a corresponding view of the direction of potential collision risks.

3. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 2, characterized in that, The analysis and processing unit (120) is integrated into the flight management system of the aircraft (10), the alarm unit (130) is integrated into an aircraft instruction recording system that is different from the flight management system in which the analysis and processing unit (120) is located, and the braking control unit (140) is integrated into an aircraft braking system that is different from the flight management system in which the analysis and processing unit (120) is located and the aircraft instruction recording system in which the alarm unit (130) is located.

4. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 3, characterized in that, A human-machine interface is provided on the control panel of the aircraft (10).

5. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 3, characterized in that, The alarm unit (130) can provide corresponding prompts and / or sound alerts based on the risk level of the feedback instructions from the analysis and processing unit (120) from low to high.

6. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 3 or 5, characterized in that, The relative distance between the aircraft (10) and the obstacle (20) and the magnitude of the collision risk based on the relative speed are displayed in the ND airport view provided by the aircraft (10).

7. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 6, characterized in that, When the analysis and processing unit (120) determines that the aircraft (10) is at risk of collision, it invokes the view of the high-definition camera set at one or more of the possible risk locations among a plurality of high-risk collision locations (A to F).

8. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 7, characterized in that, The warning message indicating a collision warning will be displayed on the integrated display device and / or head-up display.

9. The aircraft collision avoidance system (100) for airport ground obstacles as described in claim 3, characterized in that, After receiving a deceleration command, the aircraft braking system applies braking force to the wheels of the aircraft (10) to slow down the aircraft (10) and avoid collision. While applying braking force to the wheels to decelerate, it also sends a signal of braking operation to the alarm unit (130) and instructs the alarm unit (130) to send an alarm message to the pilot indicating that automatic braking is in progress.

10. A collision avoidance method used in the aircraft collision avoidance system (100) against airport ground obstacles as described in any one of claims 1 to 9, characterized in that, The detection unit (110) detects obstacles (20) within the movement path of the aircraft (10). The analysis and processing unit (120) analyzes the obstacle (20) information detected by the detection unit (110) to calculate whether there is a risk of collision between the aircraft (10) and the obstacle (20). When the analysis and processing unit (120) calculates that there is a risk of collision between the aircraft (10) and the obstacle (20), the analysis and processing unit (120) instructs the alarm unit (130) to, according to the information obtained, detect obstacles (20) within the movement path of the aircraft (10). The analysis and processing unit (120) issues corresponding warning messages to the pilot based on feedback instructions of different risk levels issued by the relative motion collision trend between the aircraft (10) and the obstacle (20). If the pilot does not control the aircraft according to the warning message after it has been issued, the analysis and processing unit (120) forcibly intervenes and instructs the braking control unit (140) to send a braking signal to the aircraft braking system. The aircraft braking system then responds and activates automatic braking to avoid collision, and displays the ground collision risk status on the cockpit ground navigation page.

11. The collision avoidance method used in the aircraft collision avoidance system (100) for airport ground obstacles as described in claim 10, characterized in that, When the analysis and processing unit (120) calculates that there is no risk of the aircraft (10) colliding with the obstacle (20), the analysis and processing unit (120) does not instruct the alarm unit (130) to provide an alarm, but continues to monitor the relevant collision risk and displays the ground collision risk status on the cockpit ground navigation page.

12. The collision avoidance method used in the aircraft collision avoidance system (100) for airport ground obstacles as described in claim 10, characterized in that, When the aircraft pilot issues the warning message and follows the control operation according to the warning message, the ground collision risk status is displayed on the cockpit ground navigation page.

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