UWB runway incursion detection and warning system

Abstract

An runway incursion detection and warning system (100) for monitoring at least one entity (200), said system comprising airfield signaling devices (801.1), wherein the one or more airfield signaling devices (801.1) each comprise a sensor unit comprising an ultra-wideband pulse radio module configured to at least emit and / or receive at least one ultra-wideband pulse radio signal for object detection; a traffic monitoring and management unit (700) in data communication with the sensor unit of the airfield signaling devices, said traffic monitoring and management unit (700) being configured to determine at least one traffic parameter of the at least one entity (200), such as an incursion, depending on traffic data supplied by the sensor unit of at least one or more airfield signaling devices, data being extracted from the at least one ultra-wideband pulse radio signal received by the at least one of the one or more airfield signaling devices.

Description

UWB RUNWAY INCURSION DETECTION AND WARNING SYSTEMTechnical field

[0001] The present invention is related to a runway incursion detection and warning system for monitoring at least one entity such as an airplane or a ground vehicle on an airport field, as well as an airport traffic service system or an autonomous runaway incursion warning system ARIWS comprising said runway incursion detection and warning system. Equally, the present invention is related to an ultra-wideband based positioning system integrated into an airfield lighting device of at least one entity on an airport field and a surveillance system for an airport comprising said positioning system.Background art

[0002] Runway incursions are a leading security concern for airports across the world. A technological solution that has emerged to address these safety risks is the implementation of stop bars, a series of lights on the taxiway to signify runway status between the pilot and Air traffic control (ATC). They are generally coupled with induction loop sensors requiring invasive construction to install cable into the taxiway surface, often requiring airport operations to cease, thereby causing revenue loss. Typically, an airport may have more than one thousand signaling devices installed at runway, taxiway and apron areas. The introduction of traditional detectors, such as loop sensors, in multiple locations has a significant economic impact, notwithstanding that the presence of loop or microwave sensors implies additional maintenance.There is also a need in the art of providing an aerodrome accurate positioning system coverage. Equally, a need exists for an improved identification of the objects / persons, especially in apron area. There is also a need in the art of providing aerodrome positioning systems allowing a more efficient maintenance and monitoring.Summary of the invention

[0003] There is therefore a need in the art of providing an aerodrome with a non-invasive incursion detection and warning system positioning system. Equally, a need exists for an improved detection, especially on a taxiway. There is also a need in the art of providing an early incursion detection and a detection system allowing easier maintenance and monitoring.

[0004] According to a first aspect of the invention, there is therefore provided an runway incursion detection and warning system for monitoring at least one entity such as an airplane or a ground vehicle, on an airport field comprising at least onemovement area , said area comprising at least one of a runway , a taxiway or an apron , said system comprising:• one or more airport signaling devices , in particular: at least one light-signaling device such as inset lights or one or more elevated light(s) , or at least one visual-signaling device such as one or more mandatory signs or one or more information sign(s) ; wherein the one or more airport signaling devices each comprise a sensor unit comprising an ultra-wideband pulse radio module configured to at least emit and / or receive at least one ultra-wideband pulse radio signal for object detection;• a traffic monitoring and management unit in data communication with the sensor unit of the one or more airport signaling devices, said traffic monitoring and management unit being configured to determine at least one traffic parameter of the at least one entity, such as a pending incursion of a critical area, an expected incursion of the critical area, a dimension or a velocity of said entity, depending on traffic data supplied by the sensor unit of at least one of the one or more airport signaling devices, said traffic data being extracted from the at least one ultra-wideband pulse radio signal received by the at least one of the one or more airport signaling devices.

[0005] According to specific embodiments of the invention, the runway incursion detection and warning system comprises one or more of the following features:• the sensor unit of the one or more airport signaling devices further comprises o optionally at least one communication unit for wire communication, such as power line communication, or wireless communication, in particular ultra-wide band or LTE communication, said unit being configured to transfer the traffic data to the traffic monitoring and management unit , o optionally a computing unit configured to receive and accumulate said raw traffic data received from the ultra-wideband pulse radio module, to process raw traffic data and to deliver the traffic data of the least one entity to said traffic monitoring and management unit, o optionally a power supply;• the traffic monitoring and management unit comprises: o optionally at least one communication unit configured to exchange data with said airport signaling device; o a centralized processor being configured to receive said traffic data of the at least one entity sent by the sensor unit of the one or more airportsignaling devices and to calculate the at least one traffic parameter of the at least one entity based on said traffic data;• the computing unit of the one or more airport signaling devices is configured to host the traffic monitoring and management unit;• 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 (700);• the computing unit of one of the one or more airport signaling devices is configured to host the traffic monitoring and management unit (700);• the computing unit of at least one of the one or more airport signaling devices is configured to host said traffic monitoring and management unit;• the central processor is arranged in or on either one of the one or more airport signaling devices, a relay communication unit or a substation with power electronics as a source of power for the power supply of the one or more airport signaling devices;• the sensor unit of the one or more airport signaling devices comprise a first group of sensor unit of the one or more airport signaling devices arranged in a cluster like structure to cover a first zone of interest, said system comprising a or the relay communication unit, wherein a sensor unit of the first group is positioned within a ultra-wideband coverage range of the relay communication unit, said relay communication unit being operably coupled to the traffic monitoring and management unit and configured for data communication with the sensor units of the first group using ultra-wideband signals;• the central processor is arranged in or on a further element selected from the group comprising or consisting in an airport light-signaling device, such as an inset light or an elevated light, and a visual-signaling device; such as mandatory sign or an information sign;• the at least one ultra-wideband pulse radio signal received by the at least one of the one or more airport signaling device comprises at least one of: o an echoed ultra-wideband pulse radio signal reflected by the at least one entity from an incident signal emitted by at least one of the one or more airport signaling devices and / or o an interfered ultra-wideband pulse radio signal indicating that the at least one entity at least partially blocks an incident ultra-wideband pulse radio signal emitted by at least one other of the one or more airport signaling devices;• the one or more airport signaling devices comprise a set of at least one airport signaling device defining a reference position, such as an hold position or a scan position of the runway or the taxiway of the at least one movement area, wherein the traffic monitoring and management unit is configured to detect from the traffic data the pending incursion of a critical area or the expected incursion thereof : o when the at least one entity is not sensed by the set of at least one airport signaling device in the reference position at a predefined time window, and / or o when the at least one entity is sensed crossing the reference position by the set of at least one airport signaling device;• the set of at least one airport signaling device comprises a plurality of first inset lights disposed along an array transverse to the movement direction of the at least movement area and preferably disposed behind the reference position according to the movement direction, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal as received by at least one of said lights and reflected by the at least one entity from an incident ultra-wideband pulse radio signal emitted by at least one of said lights;• the set of at least one airport signaling device comprises: o at least one second airport signaling device, in particular a second mandatory or information sign and / or a second elevated light arranged on a first side of the at least one movement area, said airport signaling device defining the reference position, and o at least one third airport signaling device, in particular a third mandatory or information sign and / or a third elevated light disposed on a second side of the at least one movement area opposed to the first side, said second and third airport signaling devices being positioned at the same height(s) along the movement direction of the at least one movement area, wherein the traffic data are extracted from at least one of: o a first echoed ultra-wideband pulse radio signal received by at least one of said second and at least one of said third airport signaling devices and reflected by the at least one entity from a first incident ultra-wideband pulse radio signal emitted by at least one of said second and by at least one of said said third airport signaling devices, respectively; o a second echoed ultra-wideband pulse radio signal received by at least one of said second airport signaling device and reflected by the at leastone entity from a second incident ultra-wideband pulse radio signal emitted by at least one of said second airport signaling device; o a third echoed ultra-wideband pulse radio signal received by at least one of said third airport signaling device and reflected by the at least one entity from a third incident ultra-wideband pulse radio signal emitted by at least one of said third airport signaling device; o a fourth echoed ultra-wideband pulse radio signal received by at least one of said third airport signaling device and reflected by the at least one entity from a fourth incident ultra-wideband pulse radio signal emitted by at least one of said second airport signaling device; o a fifth echoed ultra-wideband pulse radio signal received by at least one of said second airport signaling device and reflected by the at least one entity from a fifth incident ultra-wideband pulse radio signal emitted by at least one of said third airport signaling device, o a first interfered ultra-wideband pulse radio signal received at least one of said third airport signaling device indicating that the at least one entity at least partially blocs a sixth incident ultra-wideband pulse radio signal emitted by at least one of said second airport signaling device, and / or o a second interfered ultra-wideband pulse radio signal received at least one of said second airport signaling indicating that the at least one entity at least partially blocks a seventh incident ultra-wideband pulse radio signal emitted by at least one of said third airport signaling device;• the set of at least one airport signaling device comprises: at least one fourth airport signaling device, in particular a fourth mandatory or information sign or a fourth elevated light arranged on the first side of the at least one movement area, said airport signaling device defining the reference position, said system optionally comprising at least one opposed airport signaling device without either an ultra-wideband pulse radio module or an ultra-wideband pulse radio module in use, in particular an opposed mandatory sign or an opposed elevated light disposed on a second side of the at least one airport movement area opposed to the first side, wherein said fourth and said opposed airport signaling devices being positioned at the same height(s) along the movement direction of the at least one movement area; wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal received by a least one of said fourth airport signaling device and reflected by the at least one entity from anincident ultra-wideband pulse radio signal emitted by at least one of said fourth airport signaling device;• the central processor is arranged in or on the fourth mandatory or information sign or a fourth elevated light;• the set of at least one airport signaling device comprises at least one fifth inset light disposed in the central line of the at least movement area and preferably disposed before the reference position according to the movement direction, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal as received by the at least one of said light and reflected by the at least one entity from an incident ultra-wideband pulse radio signal emitted by the at least one of said light;• the one or more airport signaling devices comprise a cluster of airport signaling devices disposed in a central line, a guiding line or edge line of said area, wherein the traffic monitoring and management unit is configured to determine at least one of the pending incursion of a critical area, the expected incursion thereof, the dimension the at least one entity and / or the velocity of said entity, and optionally the position of said entity along the line depending on the traffic data supplied by the cluster of airport signaling devices, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal received by at least one of the cluster of the airport signaling devices and reflected by the at least one entity from an incident ultra-wideband pulse radio signal emitted by at least one of the cluster of airport signaling devices;• the cluster of airport signaling devices comprises a plurality of sixth inset lights disposed in the central line, optionally the at least fifth inset light is comprised in the plurality of sixth inset lights, preferably the plurality of sixth inset lights comprises at least three inset lights, preferably at least five inset lights, more preferably at least ten inset lights, in particular said lights being arranged consecutively in series with respect to one another;• the traffic monitoring and management unit is configured to detect the expected incursion of a critical area by the at least one entity as a function of : o the position along the line; and / or o a breaking distance determined for said entity using the dimension and / or the velocity thereof;• the traffic monitoring and management unit being configured to issue at least one alert upon determination of the pending incursion of a critical area or the expected incursion thereof;• an emitter adapted to send a synthetic voice massage alert to at least one pilot of the at least one entity wherein said emitter is configured to transmit the synthetic voice massage alert to said pilot upon detection of the pending incursion of a critical area or the expected incursion thereof;• an broadcast system adapted to signal an alert to any person in the vicinity of the reference position where the pending incursion of a critical area or the expected incursion thereof is expected to takes place;• the runway incursion detection and warning being adapted to activate the at least one light signaling device such as at least one of : a red elevated stop bar light, inset red stop bar lights, the first inset lights, the second elevated light, the third elevated light, the fourth elevated light or the opposed elevated light to alert visually the at least one pilot of the at least one entity upon detection of the pending incursion of a critical area or the expected incursion thereof;• the sensor unit of the one or more airport signaling devices is configured to receive and transmit ultra-wideband pulse radio signals for data communication, wherein at least two of the one or more airport signaling devices are configured to exchange with one another ultra-wideband pulse radio signals through their respective sensor unit;• the one or more airport signaling devices comprise a first communication device coupled to the power supply line, and wherein the central processor of the traffic monitoring and management unit is coupled to the power supply line and is configured for data communication with the first communication device via the power supply line;• the sensor unit of the one or more airport signaling devices comprise a first group of sensor unit of the one or more airport signaling devices arranged in a cluster like structure to cover a first zone of interest, said system comprising a first relay communication unit, wherein a sensor unit of the first group is positioned within a ultra-wideband coverage range of the first relay communication unit, said first relay communication unit being operably coupled to the traffic monitoring and management unit and configured for data communication with the sensor units of the first group using ultra-wideband signals.• the one or more airport signaling device comprise a second communication device configured to exchange data wirelessly, in particular WiFi, LTE 4G, LTE 5G with the central processor of the traffic monitoring and management unit;• the traffic monitoring and management unit or the sensor unit of the one or more airport signaling devices is configured to determine a range of the least one entityrelative to the sensor unit of the one or more airport signaling devices using a time of flight of the at least one ultra-wideband pulse radio outbound and the at least one ultra-wideband pulse radio signal echoed signals by the least one entity;• the cluster of airport signaling devices comprises at least three airport signaling devices, preferably at least five airport signaling devices, more preferably at least ten airport signaling devices, in particular said airport signaling devices being arranged consecutively in series with respect to one another;• the cluster of airport signaling devices comprises at least three inset lights, preferably at least five inset lights, more preferably at least ten inset lights, in particular said lights being arranged consecutively in series with respect to one another;• the cluster of airport signaling devices comprises at least three elevated lights, preferably at least five elevated lights, more preferably at least ten elevated lights, notably in case of a guiding line or a edge line, in particular said lights being arranged consecutively in series with respect to one another;• the cluster of airport signaling devices comprises at least three mandatory signs or information signs, preferably at least five mandatory signs or information signs, more preferably at least ten mandatory signs or information signs, preferably said signs being arranged consecutively in series with respect to one another.

[0006] According to a second aspect of the invention, there is provided an autonomous runway incursion warning system comprising an runway incursion detection and warning system according to the invention.

[0007] According to a third aspect of the invention, there is provided an airport traffic service system comprising an runway incursion detection and warning system according to the invention, said airport traffic service system further comprising a central monitoring unit being configured to monitor at least one entity on the at least one movement area, said central monitoring unit being configured for data communication with the runway incursion detection and warning system unit.

[0008] There is also a need in the art of providing an aerodrome accurate positioning system coverage. Equally, a need exists for an improved identification of the objects / persons. Furthermore, there is a need for small airports to be provided with a low cost positioning system. There is also a need in the art of providing aerodrome positioning systems allowing a more efficient maintenance and monitoring.

[0009] According to a fourth aspect of the invention, there is therefore provided an airfield positioning system for determining a position of at least one entity on an airport field, said system comprising:a plurality of airport signalling devices, each comprising a positioning unit, each unit comprising an ultra-wideband module configured to at least :- transmit at least one ultra-wideband pulse radio outbound signal, in particular in direction of the at least one entity and / or- receive at least one ultra-wideband pulse radio signal in particular sent spontaneously, returned, or echoed by the at least one entity;- wherein the positioning units are grouped in groups of positioning units;- position determining sub-units, each sub-unit is in data communication with the positioning units of a corresponding group and is configured to determine a presence and / or one or more local positions of the at least one entity using positioning data extracted at least from the at least one ultra-wideband pulse radio signal received by at least one of the positioning units of the corresponding group;- a position determining main-unit in data communication with each of the position determining sub-units, said main-unit being configured to determine an aggregated position of the at least one entity over the airport field 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 determining sub-units.

[0010] According to specific embodiments of the invention, the airfield positioning system comprises one or more of the following features:• each group of positioning units defines a corresponding coverage zone of a portion of the airfield, wherein the position determining main-unit is adapted to determine a trajectory of the at least one entity at least when said entity moves from one to another neighbouring coverage zone;• at least one of the positioning units is a common positioning unit being part of at least two of the groups of positioning units, such that the common positioning unit is in data communication with the position determining sub-units of the corresponding at least two groups of positioning units, preferably wherein the at least two of the groups of positioning units define respective coverage zones which overlap, defining at least one overlapping coverage zone, wherein the position determining main-unit is configured to merge local positions within the at least one overlapping coverage zone received from the position determining subunits of the corresponding at least two groups of positioning units;• the airport field comprises at least one movement area, said area comprising at least one of a runway, a taxiway and / or an apron, wherein the airport signalling devices are located on or around the at least one movement area;• a first coverage zone corresponds to one of the at least one movement area and a second coverage zone corresponds to another of the at least one movement area;• the corresponding airport signalling device is selected from the group consisting of: an airfield ground light, in particular an approach light, a runway light, a taxiway light, an elevated light, an inset light, a light box or a visual docking guidance, and a visual-signalling device, in particular a sign;• the positioning data comprise at least one of: primary surveillance data, such as non-cooperative data, extracted from the at least one ultra-wideband pulse radio signal echoed by the at least one entity, optionally said at least one ultra-wideband pulse radio signal echoed by the at least one entity being devoid of identity information relating to the at least one entity, optionally said primary surveillance data comprising at least one of: non-cooperative range data, non-cooperative phase difference of arrival data and / or non-cooperative time of flight data and / or; secondary surveillance data, such as cooperative data, from the at least one ultra-wideband pulse radio signal sent spontaneously or returned by the at least one entity, optionally said secondary surveillance data comprising at least one of: cooperative time of flight data, time of arrival data, cooperative phase difference of arrival data and / or position data;• the one or more local positions of the at least one entity comprise at least one of 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;• the aggregated position of the at least one entity comprises at least one of a first aggregated position based on at least one of the first local position, a second aggregated local position based on at least one of the second local position, third aggregated position based on at least one third local position and / or a fourthaggregated position based a fusion of the first aggregated position and the second aggregated position;• the groups of positioning unit are pre-set or reconfigurable;• at least one of the position determining sub-unit and / or the position determining main-unit is configured to determine at least one of the position of the centre of gravity, the size, the speed and / or the direction of the at least one entity using the positioning data;• the at least one entity comprises at least one moving entity on the airfield, preferably an airplane, a ground vehicle, a mobile phone or a pedestrian wearing a tag, preferably said entity being provided with an ultra-wideband communication module configured to exchange at least one of identification and position data with the Airfield positioning system;• the at least one ultra-wideband pulse radio outbound signal comprises a first ultra-wideband pulse outbound signal transmitted by at least one of the positioning units of one of the groups, said signal being a ranging signal, and the at least one ultra-wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity comprises a first ultra-wideband pulse radio signal echoed by the at least one entity, said signal being an echoed signal of the said first signal bouncing back on the at least one entity;• at least one positioning unit of one of the groups or the corresponding position determination sub-unit is configured to determine cooperative time of flight data or non-cooperative range data of the least one entity relative to the at least one of positioning units of one of the groups using a time of flight of the at least one ultra-wideband pulse radio outbound and the at least one ultra-wideband pulse radio signal returned or echoed signals by the least one entity, respectively;• the at least one ultra-wideband pulse radio outbound signal comprises a second ultra-wideband pulse outbound signal transmitted by at least one positioning unit of one of the groups, said signal being a poll signal, and the at least one ultra- wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity comprises a second ultra-wideband pulse signal returned by the at least one entity, said signal being a response signal sent by the at least one entity;• the at least one ultra-wideband pulse radio signal spontaneously sent or returned by the at least one entity, in particular the second ultra-wideband pulse radio signal, comprises position data of the at least one entity;• the at least one ultra-wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity comprises a third ultra-wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity being received by at least three of the positioning units of one of the groups and the corresponding position determining sub-unit being configured to determine the local position based on time difference of arrival data of the third ultra-wideband pulse radio signal received by the at least three positioning units;• the at least one ultra-wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity comprises a fourth ultra-wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity being received by the ultra-wideband module of at least one of the positioning units of one of the groups, said ultra-wideband module comprising a multi-antenna receiver comprising at least two antennas, wherein the corresponding position determining sub-unit is configured to determine the local position based on phase difference of arrival data of the fourth ultra-wideband pulse radio signal received at the at least two antennas;• each of the positioning units of one or more of the groups comprises a first communication unit that is configured for ultra-wideband data communication with the at least one entity or with another one of the positioning units of one or more of the groups, preferably through the ultra-wideband module of the at least one of the positioning units;• the at least one entity comprises at least one first entity,• each of the positioning units further comprises-at least one communication unit for wire or wireless communication, in particular ultra-wide band or LTE communication, said device / unit being configured to transfer positioning data to the corresponding position determining sub-unit, a computing unit configured to receive and accumulate said raw positioning detection data received from the ultra-wideband module, to process raw positioning detection data and to deliver positioning data, in particular at least one of: raw positioning data, non-cooperative range data, cooperative and / or non-cooperative time of flight data, time of arrival data, cooperative phase difference of arrival data, non-cooperative phase difference of arrival data and / or position data of the at least one first entity to said communication unit; a power supply;• wherein each position determining sub-unit comprises at least one communication unit configured to exchange data with the corresponding positioning units; a decentralized processor being configured to receive said positioning data of the at least one first entity sent by at least one of the corresponding positioning units and to calculate the local position of the at least one first entity based on said positioning data;• the at least one entity comprises at least one second entity, said system comprising said entity, wherein the at least one second entity is configured to receive at least one ultra-wideband pulse radio signal emitted or echoed by the at least one first entity, to transform said signal into positioning data, in particular at least one of cooperative time of flight data, time difference of arrival data, phase difference of arrival data and / or of the at least first entity, and to transfer the positioning data to at least one of the position determining units preferably via at least one of the positioning units ;- wherein the at least one communication unit of the at least one of the position determining sub-units is configured to exchange data with the at least one second entity and the decentralized processor of said sub-unit is configured to receive said positioning data of the at least one first entity sent by the least one second entity, and to calculate the local position of the at least one first entity based on said positioning data;• the airfield ground light comprises a controlling unit for controlling at least one light source, said controlling unit being connected to a first interface, wherein the positioning unit of the airfield ground light comprises a second interface connected to an airport light computing unit, wherein the first and second interfaces being operatively connected in use;• the decentralized processor of each position determining sub- unit is configured to compare the positioning data sent by at least one of the positioning units of one of the groups with data containing the predefined location of the at least one positioning units;• the decentralized processor of each position determining sub-unit is configured to identify the identity of the at least one first entity using the positioning data sent by at least one corresponding positioning unit;• the decentralized processor of each position determining sub-unit is configured to merge the positioning data send by at least one of the correspondingpositioning units, respectively, and / or the at least one second entity, to achieve high accuracy in the position calculation;• the decentralized processor of each position determining sub-unit is provided with a memory to store the calculated positions and the time of calculation of the at least one first entity;• the decentralised processor of each position determining sub-unit is configured to process some or all calculated positions of the at least one first entity, to calculate in a configurable time window with positions previously calculated and stored in the memory and to associate the ones related to the at least one first entity;• the decentralized processor of each position determining sub-unit is configured to fuse and smooth the positions associated to the same target and generate a single final position update of the at least one first entity via a tracking filter, in particular Kalman filtering.

[0011] According to a fifth aspect of the invention, there is provided a surveillance system for an airport field, comprising the airfield positioning system according to the invention and a central fusion unit being configured to monitor the at least one entity on the airport field including at least one movement area, said area comprising at least one of a runway, a taxiway and / or an apron, said central fusion unit being configured for data communication with the position determining main-unit of the airfield positioning unit, in particular to receive the one or more local positions and / or the aggregated position of the at least one entity.

[0012] According to specific embodiments of the invention, the surveillance system for an airport field comprises one or more of the following features:• a surface movement positioning system provided with at least one surface movement radar system operably connected to a surface movement position determining unit, said position determining unit being in data communication with the central fusion unit for communicating surface movement positioning data from the at least one entity;• a multilateration positioning system provided with at least one multilateration antenna system operably connected to a multilateration position determining unit, said position determining unit being in data communication with the central fusion unit for communicating multilateration positioning data from the at least one entity, wherein the central fusion unit is configured to determine a position of the at least one entity based on a fusion of the aggregated position of the at least one entity and / or the one or more local positions of the at least one entity, and atleast one of the multilateration positioning data and the surface movement positioning data;• the central fusion unit is configured to validate a position of the at least one entity based on the aggregated position of the at least one entity and / or the one or more local positions of the at least one entity , and optionally on the at least one of the multilateration positioning data and the surface movement positioning data.

[0013] Advantageously, the above mentioned runway incursion detection and warning system utilizing Ultrawideband technology integrated into airfield signaling devices installed in high numbers across the movement areas of an airport provides both detection and communication capability, leading to accurate and predictive detections of objects (aircraft, vehicle). The high number of signaling devices equipped with UWB technology and installed at runway, taxiway and apron areas allows a higher resolution of detection. As the detection sensors are integrated in the light structures, their integration in considerably simplified as they do not need additional installation cost. Furthermore, the maintenance of the detector is simplified to the extent that it can be performed simultaneously with that of the light function of the light signaling devices. In other words, one system, namely the signaling devices (light + sensor), needs to be controlled, instead of two systems, namely the traditional signaling devices (light) and the loop sensor installations (sensor), leading to synergetic effect.

[0014] Advantageously, the above mentioned positioning system utilizingUltrawideband technology integrated into airfield lighting devices installed in high numbers across the manoeuvring area of an airport may provide both primary and secondary ground surveillance with a higher coverage, better positional accuracy of objects (Aircraft, Vehicle) compared to classical surface movement technologies (MLAT , SMR).

[0015] Other techniques like angle of arrival estimation or use of multiple directional antennas are used to determine the bearing of the targets 200. The short pulses of UWB technology (order of nanoseconds) allow higher accuracy and resolution than standard ATC systems with no difference in performance between apron 350 and manoeuvring areas 310, 320.Brief description of the figures

[0016] Aspects of the invention will now be described in more detail with reference to the appended drawings, wherein same reference numerals illustrate same features and wherein:

[0017] Figures 1 to 14 represents a first to fourteenth embodiments according to the invention.

[0018] Figure 15 provides a high level schema of the deployment of the inset / elevated lights over an airport.

[0019] Figure 16 shows a schema of connections among UWB sensors with a UWB surveillance chain.

[0020] Figure 17 represents UWB sensor cooperative / secondary processing and UWB sensor primary processing.

[0021] Figure 18 illustrates a preferred embodiment.

[0022] Figure 19 illustrates a further preferred embodiment.

[0023] Figure 20 illustrates another preferred embodiment.

[0024] Figure 21 illustrates a more preferred embodiment.

[0025] Figure 22 represents a current air traffic control architecture

[0026] Figure 23 illustrates a surveillance system according to a short term transition phase.

[0027] Figure 24 illustrates a surveillance system according to a mid-term transition phase.

[0028] Figure 25 represents an airfield positioning system according to the invention adapted to a runway.

[0029] Figure 26 represents an airfield positioning system according to the invention adapted to an apron.

[0030] Figure 27 represents an airfield positioning system comprising a powerline communication operatively connecting ultra-wideband positioning units to a relay communication unit.

[0031] Figure 28 represents an Airfield positioning system comprising a wireless communication network operatively connecting ultra-wideband positioning units to a position determining unit.

[0032] Figure 29 shows an ultra-wideband communication and ranging between peer devices.

[0033] Figure 30 shows an ultra-wideband application as secondary surveillance system.

[0034] Figure 31 illustrates an air traffic control ground surveillance based on an ultra-wideband positioning as an alternative or complementary to standard positioning.

[0035] Figure 32 illustrates an ultra-wideband application to restricted area alerts triggered by ultra-wideband detection.

[0036] Figure 33 shows an ultra-wideband application as an ADS-B validation via UWB detection.

[0001] List of reference symbols (Figure 1-14)Detailed Description

[0037] This disclosure concerns the use of an airport signaling device equipped with ultra-wideband technology and a chip with RF signal exchange within airport signaling device such as light-signaling 801.1 , 801.2, 801.3, 801.4, 801.6 and / or visual-signaling device 802.2, 802.3, 802.4 to transmit radar pulse radio signals and sense targets 200 adapted to circulate an airport field, also called entity with a high degree of accuracy. By ultra-wideband (UWB) is meant a pulse radio whose frequency lies in the range of 3.1 to 10.6 GHz range. The airport signaling devices can ensures additional logic such as the running of an Autonomous runway incursion warning system (ARWIS).

[0038] An ultra-wideband (UWB) transmitter / receiver module such as transceiver is installed in or on an light-signaling device 801.1 , 801.2, 801.3, 801.4,801.6, such as an approach light, a taxiway light, an elevated light, an inset light, a light box or a visual docking guidance system, or a visual-signaling device 802.2, 802.3, 802.4, such as variable information sign or a mandatory sign.

[0039] The ultra-wideband (UWB) transmitter / receiver module transmits a radar pulse radio signal which hits a target 200 in coverage and bounces back. The presence of a target 200 can be based on the analysis of the echoed signal, in particular the two-way time of flight of the radar signal.

[0040] The short pulses of UWB technology (order of nanoseconds) allow higher accuracy and resolution than standard ATC systems with no difference in performance between apron 350 and manoeuvring areas such as runway 310 and taxiway 320.

[0041] Figure 1 shows a runway holding position 381 , delimited by a stop bar defined by inset lights 801.1 and Elevated red stop bar light 807 (ERSBL). Furthermore, mandatory signs 808 (MS) are disposed on either sides of the taxiway 320, as well as Yellow runway guard lights 807 (YRGL). The inset lights 801 .1 comprise UWB sensor unit adapted to sense the presence of an aircraft 200 in the holding zone 381 formed upfront form the stop bar. As such the stop bar inset lights 801 .1 can serve as a detector of an runway incursion detection and warning system. Such a runway incursion detection can operate as an Autonomous runway incursion warning system (ARIWS). An ARWIS allows an autonomous detection of a potential or incursion of a runway. Such a system provides direct warning to the flight crew or vehicle operator in case of an potential or incursion event. The runway incursion detection and warning system operates based on a UWB surveillance which is designed and sited to monitor the actual situation at the runway entrance and which automatically transmits this information to warning lights located at the runway entrance. In case of incursion, Red warning inset lights 807 (RWIL) will illuminate at the threshold area, indicating that it is unsafe to commence the take-off roll. In figure 1 , the Mandatory signs 808 (MS), Yellow runway Guard lights 807 (YRGL) and the Elevated red stop bar light (ERSBL) are not equipped with UWB an operating sensor unit.

[0042] The runway incursion detection and warning system of the first embodiment illustrated in figure 1 comprises UWB sensor units, namely primary radars disposed in the inset lights 801.1 and a warning system in the form of the extra airfield lighting systems, such as the Red warnings inset lights 8O7.(RWIS), which are connected to a processing unit which generates visual alerts directly to the flight crew or vehicle operator independent of an Air traffic service ATS input or action. In figure 1 , the UWB sensor units (a.k.a. ranging sensor or module) are directly integrated in the inset lights801 .1. The alerts provided to the flight crew or vehicle operator can take the form a visual warning with extra set of Elevated red stop bar lights 807 (ERSBL) blinking and disposed on either sides of the taxiway 320. Alternatively or in combination, the runway incursion detection and warning system includes a transmission module, namely a emitter that is configurated to send warning signals on all the channels supported by the airplane 200 or a vehicle 200 crossing the stop bar, so that the crew receives the warning message.

[0043] Figure 2 shows a second embodiment of the invention that differs from the first embodiment in that the primary radar function is ensured by UWB modules integrated in the Mandatory signs 802.2, 802.3 (MS) arranged on either sides of the taxiway 320. The surveillance gap filler combines two groups of sensor units disposed in mandatory signs 802.2, 802.3 arranged on both side of the taxiway 320 either working independently or cooperating, leading to redundancies in the sensing of the ranging data, thereby improving the detection reliability.

[0044] Figure 3 shows a third embodiment of the invention that differs from the second embodiment in that the primary radar function is ensured by UWB modules integrated in elevated (Yellow runway guard) lights 801 .2, 801.3 arranged on either sides of the taxiway 320.

[0045] Figure 4 shows a fourth embodiment of the invention that differs from the third embodiment in that the primary radar function is ensured by a UWB module integrated in only one 801 .4 of the elevated (Yellow runway guard) lights 801 .4, 807 (YRGL) arranged on either sides of the taxiway 320.

[0046] Figure 5 shows a fifth embodiment that differs form the fourth in that the UWB module integrated in an information sign 802.4 (IS)

[0047] Figure 6 shows a sixth embodiment of the invention that is a combination of the second and the third embodiment. Thanks to the combination of multiple UWB ranging modules integrated in a pair of elevated lights 801.2, 801.3 and mandatory signs 801.2, 801.3, the reliability improves, avoid false alerts, and guarantees a high detection accuracy required for airport safety application operating independently from the airport traffic service system, such as Advanced surface movement guidance and control system (A-SMGCS) in particular Runway incursion monitoring and collision avoidance system I (RIMCAS).

[0048] Figure 7 shows a seventh embodiment of the invention that is an alternative to the previous embodiment in that is a combination of the first and the second embodiment. As for the previous embodiment, the detection reliability is improved through the fusion of multiple sensors.

[0049] Figure 8 shows a eight embodiment of the invention that is an alternative to the previous embodiment in that is based on the first embodiment in which the elevated red stop bar lights 801.2, 802.3 comprises UWB capabilities for detection.

[0050] Figure 9 shows a ninth embodiment showing a taxiway with a plurality of inset lights 801.6 located at the centre line of the taxiway 320 whose UWB ranging modules (sensor unit) can be used to determine at least one of the dimension, presence, its speed , size and / or exact position on an airplane 200 or a vehicle. In this case, an UWB antenna can be arranged within the top cover of the taxiway inset light 801.6. With a detection range matching the spacing between the signaling device with a preferably a vertical or inclined (as illustrated in Figure 9) emission radio frequency lobe, the taxiway inset lights 801.6 give the ability to detect aircraft 200 or vehicle driving over the centre of the taxiway 320. An predictive runway incursion detection and warning system ensuring pre-emptive warning generally requires the speed of the vehicle 200 to be monitored, besides its position, size, direction. Indeed, the braking distance of an airplane depends primarily on its speed and to a lesser extent on its size.

[0051] Figure 10 shows a preventive ARIWS or preventive runway incursion warning runway according to a tenth embodiment. This embodiment that differs from any of the first to the ninth embodiments in that neither the inset red stop bar lights 807 (IRSBL) elevated lights (not illustrated) nor mandatory signs (not illustrated) is foreseen with UWB sensing unit (a.k.a. sensor unit). As for the ninth embodiment, the runway incursion detection and warning system in the tenth embodiment can also detect an aircraft approaching a stop bar before reaching the holding position thanks to the taxiway inset lights 801 .5 positioned at selected trigger points.

[0052] As illustrated in Figure 11 , the system of the eleventh embodiment compared to the previous embodiment further possess communication capability to ensure a synthetic voice message been send to the aircraft 200. Indeed, as illustrated in figure 11 , the different airport light-signaling device 801.5 can exchange data with one another using UWB communication channel. Figure. 11 represents a setup of airport signaling device according to the invention comprising ultra-wideband communication. Some sensor units of the light-signaling devices 801.5 are connected to a common relay communication unit 450 arranged for instance in an aeronautic ground light substation. The traffic monitoring and management unit 700 can run independently from the central processing unit 900 the airport traffic service system. However, it can be foreseen that when an incursion take place, a message is sent to the central processing unit 900 of the airport traffic service system. In this case the relay communication unit 450 that isconnected via physical network or wireless connection to the traffic monitoring and management unit 700, is also connected to the central processing unit 900 of the airport traffic service system. In this embodiment, when an aircraft is detected by at least one of the selected trigger points defined by some of the inset lights 801.5; the traffic monitoring and management unit 700 ensures that a message is issue to the cockpit crew to stop the airplane 200.

[0053] Figure 12 shows a twelfth embodiment that differs from the first embodiment in that the inset lights 801.1 and elevated red stop bar lights 807 exchange UWB data. Thanks to the UWB capability, a real local set-up can be proposed whereby one UWB channel is used for sensing / detection and another UWB channel for local communication, with a local processor and local logic. When the incursion is detected as illustrated in Figure 12, the traffic monitoring and management unit 700 ensures that a warning message is issued to the cockpit crew to stop the airplane 200, broadcast a signal with a radius ranging from 100 to 300 m to alert any other objects in the vicinity of the stop bar where the incursion took place.. The logic processing of the traffic monitoring and management unit 700 can be performed in a computing unit present in one of the inset lights 801.1. Additionally, the red waring inset lights 807 (RWIL) are flashing and a message is transmitted to the airport traffic control through the power line of the inset lights 801.1.

[0054] Figure 13 shows a thirteenth embodiment that differs from the ninth embodiment in that the runway incursion detection and warning system comprises a stop (lit) bar 807(IRSBL) and red warning inset lights 807(RWIL) . The plurality of UWB inset lights 801.6 disposed on the central line of the taxiway 320 allows an improvement in the reliability of the detection. By fusion of these detection data versus time and location one can determine the speed of the object 200. A visual warning can be delivered in the form of flashing red lights 807 (ERSBL) to the pilot / driver. This would allow him to stop timely the aircraft / car and avoid a runway incursion alert. An aircraft such as large aircraft at 25 kt taxi speed needs about 70 m to stop in average 95% of cases. Hence early detection of the aircraft and its speed allow to operate the red lights (flashing) 807(ERSBL), thereby providing an early warning to a pilot or driver that he might cross the lit stop bar.

[0055] Figure 14 shows a fourteenth embodiment according to the invention. When an object, in particular aircraft 200 arrives at the first holding position 381 , the runway incursion detection and warning system is configured so that a trigger indicates that the object, e.g. aircraft or has arrived at the holding position 381 thanks to a first group S1 of airport signaling devices, in particular mandatory signs 802.2, 802.3, arranged on either sides of the taxiway 320 being equipped with UWB sensors. The airtraffic controller at the control tower will be informed by the presence of the aircraft in the holding position 381. The airport signaling devices of said first group S1 can be either elevated lights (e.g. ERSBL, YRGL), Mandatory signs (MS), Information signs (IS) or any combination thereof, as for instance illustrated in any of the first to the eight embodiments.Alternatively or complementary to the airport signaling devices S1 arranged on either sides the taxiway 320, one or more central inset lights can be operated to sense whether the object is in the first holding position 381 or crossing the first or second scan position 382, 383.

[0056] The air traffic controller at the air traffic control tower verbally communicates permission for a line-up clearance to the runway and at the same time commands the stop bar 807 (IRSBL) off via the stop bar control button for his ATC control system. This operates the stop bar off and turn on the inset lead-on lights 807 (I LOL) providing visual confirmation to the cockpit crew of ATC’s communication.

[0057] After the controller switches off the stop bar 807 (IRSBL) which permits the aircraft to enter the runway, the lead-on segment 1 (Lead ON 1) and segment 2 (Lead ON 2) will illuminate, namely the inset lead on lights 807 (I LOL) disposed in lead-on segment 1 and 2. During a by default set timeout period (time to permit an aircraft to cross the first scanning position 382 after the stop bar is switched off). The second group S2 detection will re-lit the stop bar once crossed, providing runway protection for the following aircraft.

[0058] If the second group S2 382 of airport signaling devices does not detect any crossing within the time out (meaning that the airplane as passed the first scanning position 382), the stop bar 807 (IRSBL) and lead-on segment 1 and 2 lights 807 (I LOL) will return to their initial state (Stop Bar ON, Lead ON 1 OFF and Lead ON 2 OFF delayed by a second default timer).

[0059] In the event an aircraft enters the runway 320 without authorization from the air traffic controller, as detected by the second group S2 of airport signaling devices at the second scanning position 382, an unauthorised stop bar crossing alert will be generated and a series of visual and / or acoustic alert signals will be issued to the cockpit crew such as those disclosed in the twelve embodiment (Figure 12). Furthermore, the air traffic controller will be informed of the incursion.

[0060] Taxiway centreline lights 807 (I LOL) provide visual guidance to the pilot or driver while taxiing onto the Runway 310. Once the distance for instance of 90 m (ICAO interlock stopbar / taxiway lights) is reached, group S3 383 the inset lead on lights 807 (I LOL) shall be switched off.

[0061] Other embodiments of the invention according to one or more of the first to third aspects (e.g. one or more of Figures 1-14) are defined by the following clauses:1. An runway incursion detection and warning system (100) for monitoring at least one entity (200) such as an airplane or a ground vehicle, on an airport field comprising at least one movement area (310, 320, 350), said area comprising at least one of a runway (310), a taxiway (320) or an apron (350), said system comprising:- one or more airport signaling devices (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 inset lights (801.1 , 801.6) or one or more elevated lights (801.2, 801.3, 801.4), or-at least one visual-signaling device (802.2, 802.3, 802.4) such as one or more mandatory 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 comprise a sensor unit comprising an ultra-wideband pulse radio module configured to at least emit and / or receive at least one ultra-wideband pulse radio signal for object detection;- a traffic monitoring and management unit (700) in data communication with 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), said traffic monitoring and management unit (700) being configured to determine at least one traffic parameter of the at least one entity (200), such as a pending incursion of a critical area, an expected incursion of the critical area, a dimension or a velocity of said entity (200), depending on traffic data supplied by the sensor 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), said traffic data being extracted from the at least one ultra-wideband pulse radio signal received by the 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).2. System (100) of Clause 1 , wherein the at least one ultra- wideband pulse radio signal received by the at least one of the one or more airport signaling device (801.1 , 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises at least one of:- an echoed ultra-wideband pulse radio signal reflected by the at least one entity (200) from an incident signal emitted by 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) and / or- an interfered ultra-wideband pulse radio signal indicating that the at least one entity (200) at least partially blocks an incident ultra-wideband pulse radio signal emitted by at least one other 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).3. 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) comprise 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) defining a reference position (381 , 382, 383), such as an hold position (381) or a scan 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 from the traffic data the pending incursion of a critical area or the expected incursion thereof :- when the at least one entity (200) is not sensed by 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) in the reference position (381 , 382, 383) at a predefined time window, and / or- when the at least one entity (200) is sensed crossing the reference position (381 , 382, 383) by 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).4. System (100) of 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 inset lights (801.1) disposed along an array transverse to the movement direction of the at least movement area (310, 320) and preferably disposed behind the reference position (381) according to the movement direction, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal as received by at least one of said 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 said lights (801.1).5. 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:- at least one second airport signaling device (801.2, 802.2), in particular a second mandatory or information sign (802.2) and / or a second elevated light (801 .2) arranged on a first side of the at least one movement area (310, 320), said airport signaling device defining the reference position (381), and- at least one third airport signaling device (801.3, 802.3), in particular a third mandatory or information sign (802.3) and / or a third elevated light (801.3) disposed on a secondside of the at least one movement area (310, 320) opposed to the first side, said second and third airport signaling devices (801.2, 801.3, 802.2, 802.3) being positioned at the same height(s) along the movement direction of the at least one movement area (310, 320), wherein the traffic data are extracted from at least one of:- a first echoed ultra-wideband pulse radio signal received by at least one of said second (801.2, 802.2) and at least one of said third (801.3, 802.3) airport signaling devices and reflected by the at least one entity (200) from a first incident ultra-wideband pulse radio signal emitted by at least one of said second (801.2, 802.2) and by at least one of said said third (801.3, 802.3) airport signaling devices, respectively;-a second echoed ultra-wideband pulse radio signal received by at least one of said second (801.2, 802.2) airport signaling device and reflected by the at least one entity (200) from a second incident ultra-wideband pulse radio signal emitted by at least one of said second (801.2, 802.2) airport signaling device;-a third echoed ultra-wideband pulse radio signal received by at least one of said third (801.3, 802.3) airport signaling device and reflected by the at least one entity (200) from a third incident ultra-wideband pulse radio signal emitted by at least one of said third (801.3, 802.3) airport signaling device;-a fourth echoed ultra-wideband pulse radio signal received by at least one of said third (801 .3, 802.3) airport signaling device and reflected by the at least one entity (200) from a fourth incident ultra-wideband pulse radio signal emitted by at least one of said second (801.2, 802.2) airport signaling device;-a fifth echoed ultra-wideband pulse radio signal received by at least one of said second (801 .2, 802.2) airport signaling device and reflected by the at least one entity (200) from a fifth incident ultra-wideband pulse radio signal emitted by at least one of said third (801.3, 802.3) airport signaling device,- a first interfered ultra-wideband pulse radio signal received at least one of said third (801.3, 802.3) airport signaling device indicating that the at least one entity (200) at least partially blocs a sixth incident ultra-wideband pulse radio signal emitted by at least one of said second airport signaling device (801.2, 802.2), and / or- a second interfered ultra-wideband pulse radio signal received at least one of said second (801.2, 802.2) airport signaling indicating that the at least one entity (200) at least partially blocks a seventh incident ultra-wideband pulse radio signal emitted by at least one of said third airport signaling device (801 .3, 802.3)6. System (100) of any 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:- at least one fourth airport signaling device (801.4, 802.4), in particular a fourth mandatory or information sign (802.4) or a fourth elevated light (801.4) arranged on the first side of the at least one movement area (310, 320), said airport signaling device (801.4, 802.4) defining the reference position (381 , 382), said system optionally comprising at least one opposed airport signaling device (807, 808) without either an ultra-wideband module or an ultra-wideband module in use, in particular an opposed mandatory sign (808) or an opposed elevated light (807) disposed on a second side of the at least one airport movement area (310, 320) opposed to the first side, wherein said fourth (801 , 802) and said opposed airport signaling (807, 808) devices being positioned at the same height(s) along the movement direction of the at least one movement area (310, 320); wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal received by a least one of said fourth airport signaling device (801 .4) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of said fourth airport signaling device (801.4, 802.4).7. System (100) of any one 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) comprises at least one fifth inset light (801 .5) disposed in the central line of the at least movement area (310, 320) and preferably disposed before the reference position (381 , 382, 383) according to the movement direction, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal as received by the at least one of said light (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 said light (801.5).8. System (100) of 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) comprise a cluster of airport signaling devices (801 .6) disposed in a central line, a guiding line or edge line of said area, wherein the traffic monitoring and management unit (700) is configured to determine at least one of the pending incursion of a critical area, the expected incursion thereof, the dimension the at least one entity (200) and / or the velocity of said entity (200), and optionally the position of said entity (200) along the line depending on the traffic data supplied by the cluster of airport signaling devices (801.6), wherein the traffic data are extracted from an echoed ultra- wideband pulse radio signal received by at least one of the cluster of the airport signaling devices (801.6) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of the cluster of airport signaling devices (801.6).9. System (100) of the preceding clause, wherein the cluster of airport signaling devices comprises a plurality of sixth inset lights (801.6) disposed in the central line, optionally the at least fifth inset light (801.5) is comprised in the plurality of sixth inset lights.10. System (100) of Clause 8 or 9, wherein the traffic monitoring and management unit (700) is configured to detect the expected incursion of a critical area by the at least one entity (200) as a function of :- the position along the line; and / or- a breaking distance determined for said entity (200) using the dimension and / or the velocity thereof.11. System (100) of any one of the preceding clauses, wherein the traffic monitoring and management unit (700) being configured to issue at least one alert upon determination of the pending incursion of a critical area or the expected incursion thereof.12. System (100) of any one of the preceding clauses, comprising at least one of:- an emitter adapted to send a synthetic voice massage alert to at least one pilot of the at least one entity (200) wherein said emitter is configured to transmit the synthetic voice massage alert to said pilot upon detection of the pending incursion of a critical area or the expected incursion thereof, and / or.- an broadcast system adapted to signal an alert to any person in the vicinity of the reference position where the pending incursion of a critical area or the expected incursion thereof is expected to takes place.13. System (100) of any one of the preceding clauses, being adapted to activate the at least one light signaling device such as at least one of : a red elevated stop bar light (807), inset red stop bar lights (807), the first inset lights (801.1), the second elevated light (801.2), the third elevated light (801.3), the fourth elevated light (801.4) or the opposed elevated light (807) to alert visually the at least one pilot of the at least one entity (200) upon detection of the pending incursion of a critical area or the expected incursion thereof.14. System (100) of any one 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) is configured to receive and transmit ultra-wideband pulse radio signals for data communication, wherein at least two of the one or moreairport signaling devices (801.1 , 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) are configured to exchange with one another ultra-wideband pulse radio signals through their respective sensor unit.15. System (100) of any one 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) comprise a first group of 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) arranged in a cluster like structure to cover a first zone of interest, said system (100) comprising a first relay communication unit (450), wherein a sensor unit of the first group is positioned within a ultra-wideband coverage range of the first relay communication unit (450), said first relay communication unit (450) being operably coupled to the traffic monitoring and management unit (700) and configured for data communication with the sensor units of the first group using ultra-wideband signals.16. System (100) of any one 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) comprise a first communication device (470) coupled to the power supply line, and wherein a central processor of the traffic monitoring and management unit (700) is coupled to the power supply line and is configured for data communication with the first communication device via the power supply line.17. System (100) of any one of the preceding clauses, wherein the one or more airport signaling device (801 .1 , 801 .2, 801 .3, 801 .4, 801 .5, 801.6, 802.2,802.3, 802.4) comprise a second communication device configured to exchange data wirelessly, in particular WiFi, LTE 4G, LTE 5G with the central processor of the traffic monitoring and management unit (700).18. System (100) of any one 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 a range of the 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 the at least one ultra-wideband pulse radio outbound and the at least one ultra-wideband pulse radio signal echoed signals by the least one entity (200).19. System (100) according to any one 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) further comprises-at least one communication unit for wire or wireless communication, in particular ultra-wide band or LTE communication, said unit being configured to transfer traffic data to the traffic monitoring and management unit (700),- a computing unit configured to receive and accumulate said raw traffic data received from the ultra-wideband module, to process raw traffic data and to deliver traffic data of the least one entity (200) to said traffic monitoring and management unit (700), optionally said computing unit being configured to host said traffic monitoring and management unit (700) ;- a power supply; wherein the traffic monitoring and management unit (700) comprises- optionally at least one communication unit configured to exchange data with said airport signaling device (801.1 , 801.2, 801 .3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4);- the centralized processor being configured to receive said traffic data of the at least one entity (200) sent by 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) and to calculate the at least one traffic parameter of the at least one entity (200) based on said traffic data.20. Autonomous runway incursion warning system, comprising an runway incursion detection and warning system according to any one of the previous clauses.21 . Airport traffic service system for an airport field comprising an runway incursion detection and warning system according to any one of clauses 1 to 19, said airport traffic service system further comprising a central monitoring unit (900) being configured to monitor at least one entity (200) on the at least one movement area (310, 320, 350), said central monitoring unit (900) being configured for data communication with the runway incursion detection and warning system unit (700).

[0062] Figure 15 provides a high level schema of the deployment of the inset / elevated lights 801 that will host the UWB sensors over a simple airport having a runway 310, a taxiway 320 and an apron 350. In addition, signs such as mandatory or information signs could be used to host the UWB sensors 400.

[0063] The number of runways, taxiways and aprons can be variable, according to the size of the airport, and as, consequence also the number of lights 801 . According to the invention, each light 801 may host an UWB sensor 400, making the volume size of data to be forwarded to the computation chain challenging. To avoid theoverload of the computation chain, in terms of band of transmission and computing resources, a set of position determining sub-units 710 (a.k.a. sensor processors) as shown in Figure 16, are deployed to receive the data extracted from groups of UWB sensors 400; to carry out the extraction of the position of the targets detected; to generate tracks from the extracted position; and forward the tracks and / or the target positions to a position determining main-unit 750 (a.k.a. UWB fusion processor).

[0064] Figure 16 depicts the schema of the connections among the UWB sensors 400 and the surveillance chain, represented by a UWB fusion unit 750 that receives and combines the outputs sensor processors 710. The ATC sensor fusion 901 combines all different radar outputs to present a unique traffic picture to air traffic controllers.

[0065] Each sensor processor 710 can be connected to a set of UWB sensors 400. The number of Sensor Processors 710 can change with the number of sensors 400 and their deployment across the airfield. In particular, at least some of the UWB sensors can be connected to a unique sensor processor (for small airports). Furthermore, in case a large number of UWB sensors 400 is needed, a partition of the set of the sensors 400 is foreseen. Then, each group of UWB sensors 400 is connected to one or more corresponding sensor processors 710. The partition can be based on a geographical basis, as shown in Figure 16. Preferably, some sensors 400 can be connected to more sensor processors 710, to avoid missing detections on the boundary zones..

[0066] Alternatively or commentary to a processing of the position of the target 200 with the sensor processor 710, the extraction of the position of the target 200 can be executed in some of the UWB sensors 400.

[0067] Each sensor (e.g. arranged in or on inset and elevated lights 801 , or on a sign) can be configured to operate as either cooperative sensor (UWB peer to peer), non-cooperative (UWB radar sensing) or both.

[0068] UWB sensors 400 are typically transceiver, but they could also be configured as transmitter or receiver only (e.g. in case of bistatic / multistatic radar). UWB sensors 400 are also able to perform wireless UWB synchronization and self-calibration. UWB sensors 400 have different duties and transmit different data to the sensor processors 710.

[0069] Cooperative sensors 400 are responsible to detect cooperative targets, i.e. targets equipped with an UWB transceiver.

[0070] Once there has been communication between the on-board UWB device (tag) and the UWB sensor (anchor) 400, said sensor 400 sends a variable set ofmessages, depending on the localization algorithm implemented, to the sensor processor. The set of transmitted data may comprise at least one element selected from the group comprising: a sensor identity, the 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), the target geodetic position (optional, the onboard device is equipped with GNSS (global navigation satellite system) receiver), the power of the signal received and / or the health status of the sensor.

[0071] The data transmitted to the sensor processor 710 can be unprocessed, i.e. just the signals received from the UWB transponder, or processed. In the latter case, the attributes of the transmissions have been already extracted by the signals directly by the sensor 400.

[0072] Non-Cooperative Sensors 400 can operate as primary radars, which means they can transmit an UWB signal 501 and detect the presence and range of a target 200 in their proximity area from their echo 502. No data must be received or exchanged, in this case, by the target 200 to activate the detection. Once the sensor 400 detects a target 200 it sends to the sensor processor 710 at least one of : the sensor identity, the range of detection, the power of the signal received, the detection time, the health status of the sensor; and optionally a doppler value.

[0073] The data transmitted to the sensor processor 710 can be unprocessed, i.e. just the channel input response received from the UWB transponder, or processed. In the latter case, the attributes of the transmissions have been already extracted from the signals by the UWB sensor 400.

[0074] At least some of the UWB sensors 400 are provided with algorithms to mitigate unfavourable interference caused by multipath and reflections.

[0075] Two types of sensor processing are performed, one for each category of sensors 400 (as illustrated in Figure 17): cooperative / secondary processing and primary processing.

[0076] Each sensor processing unit 710 can be configured to enable any of the cooperative / secondary processing and primary processing and produce then at least one surveillance output for each of them, as illustrated in Figure 17.

[0077] The handling of data from cooperative sensors 400 shall be capable to extract the position of the targets 200 by means of several possible localization algorithms, such as at least one of the time difference of arrival (TDOA), triangulation, range / time of fly (ToF) alone or in combination with angle of arrival (AoA) and / or phasebased ranging.

[0078] In a preferred embodiment as illustrated in Figure 18, a signal 603 transmitted by the on-board device is received by several UWB sensors 400, acting as anchors. The UWB sensors 400 transmit then a message, which includes a target unique identifier and a message for determining the time of arrival (TOA), to the sensor processor 400 that carries out the computation of the target position

[0079] In a further preferred embodiment as illustrated in Figure 19, a signal 604 transmitted by the on-board device is received by at least one UWB sensor 400, typically provided with array of antennas 802, the UWB sensors 400 transmit then a message, which includes the target unique identifier, the range of measurement and the a message for determining the angle of arrival (AoA), to the sensor processor 710 that carries out the computation of the target position.

[0080] In another preferred embodiment as illustrated in Figure 20, theUWB on-board device is equipped with a GNSS / GPS receiver connected to the UWB module. The onboard device broadcasts then via UWB signals its own GNSS position 602 which can be received by any of the UWB anchors 400 and passed to the sensor processing 710. This case of cooperative positioning is also called cooperative dependant because the accuracy of the calculated position depends on the on-board GNSS receiver.

[0081] In a more preferred embodiment as illustrated in Figure 21 , the handling of data from non-cooperative sensors 400 is quite complex as the UWB sensor processing will receive signals 601 from multiple sensors 400 without any target identity information. In other words, the processing will be required to correlate in the spatial and time dimension the received echoes and associate them to a specific target 200. The doppler value could be also used to correlate signals and estimate the target speed. Once echoes received within the same time window are grouped together, the processing can then estimate the centre of gravity of the target (aircraft) 200 and its speed. The number and position of sensors 400 detecting simultaneously the target 200 can also allow the estimation of the target size.

[0082] UWB sensors 400 configured to work as primary radar can operate either as monostatic radar, with the same sensor used to transmit and receive the echo or as bistatic / multistatic radars, where one sensor is configured as transmitter and one or more sensors as receiver(s).

[0083] Both cooperative and non-cooperative target’s position can be processed to create tracks. The tracking of the targets can create tracking objects by deriving from past and current positions the derived kinematic properties of each target, like speed and acceleration and additional attributes like the identity. The tracking canbe also in charge to merge cooperative and non-Cooperative targets recognized as belonging to the same real target.

[0084] As illustrated in Figures 15 and 16, the number of UWB sensors 400 installed on an airport can be significant (e.g. 100 — 2500), and the data forwarded can easily overload the capacity of any processing unit. Also, the number of the sensor processors rises some problem to the consumers of the data, due to the number of output lines needed to interface each sensor processor. In order to solve this problem a partitioning in sets of the UWB sensors 400 is advantageous, wherein each of these sets of UWB sensors 400 a connected to a common sensor processor 710. Furthermore, a UWB Fusion unit 750 is dedicated to solving these possible issues, by concentrating the output of the subsystem 710 into a unique (or duplicated, whenever needed) connection line.

[0085] In addition, the UWB Fusion unit 750 is also in charge of the merging of the duplicated targets created along the boundaries zone, where the coverage is shared among several UWB sensors 400 and sensor processors 710. The UWB fusion unit 750 can provide the consumers with a standardized data flow (ASTERIX Cat 10 and / or Cat 20).

[0086] Alternatively or complementary to a partitioning advantageously applied for data management purpose, the partitioning can also be used as a redundancy solution where at least one of the sets of UWB sensors serves as a back-up in case of a failure of another of the sets of UWB sensors.

[0087] A maintenance workstation 780 as illustrated in Figure 16 can be foreseen for the fine grain configuration of the UWB sensors 400 (primary, cooperative / secondary surveillance or both) and sensor processors 710 to allocate each UWB sensor 400 to one or more sensor processors 710 and to the control over the data output by each sensor processors 710 and by the UWB Fusion unit 750.

[0088] The maintenance workstation 780, illustrated in Figure 16, supervising the behaviour of the UWB sensors 400 (primary, cooperative / secondary surveillance or both) of the sensor processors 710 and UWB Fusion unit 750, can enable an operator based on signal quality and contents to calibrate and / or exclude / include from the processing each of the UWB sensors 400, to change the processing parameters for the detection of the targets 200 and for the tracking of the sensor processors 710, to change the processing parameters of the UWB Fusion unit 750 for the creation of aggregated position and for the output (the number and the addressee) towards the ATC sensor fusion 901 (a.k.a. central fusion unit).

[0089] The Figure 22 represents the current ATC architecture where cooperative surveillance 2100 is provided by MLAT and ADS-B systems 2400 and the primary surveillance 1100 by surface movement radar systems (SMRs) 1400. Figure 8 shows a multi sensor fusion system installed in the ATC to integrate and fuse then the surveillance data coming from the different systems (MLAT and one or more SMRs). Surface movement radars (SMRs), also called ground movement radars (GMRs) are used as primary surveillance source, and the multilateration system (MLAT) as main secondary surveillance source. In addition, the MLAT systems are typically provided with an ADS-B (automatic dependent surveillance-broadcast) channel which receives the aircraft GPS position from the aircraft transponders and handle it as an additional, independent secondary surveillance source, which in this case is cooperative and “dependent”, as the quality of the surveillance data rely on the accuracy of the aircraft navigation system, causing some major safety concerns.

[0090] Advantageously the UWB technology in the airfield allows to performs both primary and cooperative surveillance with the same system. Furthermore the UWB technology is particularly modulable allowing a smooth transition from standard surveillance systems to UWB surveillance system, through for instance two phases : short-term and mid-term phases.

[0091] In the short term phase as illustrated in Figure 23, it is assumed that aircrafts are not provided with UWB transceivers certified for ground movement surveillance, meaning that in the UWB sensors 400 will be mainly used as primary sensors. This measure does allow the use of the UWB technology as replacement or enhancement of the SMRs, leading to not only cost savings. Moreover, this measure allows to extend the primary surveillance coverage to the apron and stands as well as to improve the positional accuracy. In this phase as secondary surveillance MLAT and ADS-B systems will still be required as identification of aircraft will be still received from the on-board transponders. In case of cost-effective solutions, the MLAT system could be replaced by ADS-B GS, which require a smaller installation of sensors. Another advantage of the MLAT and ADS-B systems is their capacity to extend their coverage to the approach runway, while only a few of SMR type allow such a coverage.

[0092] In the mid-term phase as illustrated in Figure 24, the implementation of UWB transceiver on aircraft would also allow the replacement of the MLAT system with UWB sensors 400, that can guarantee better performance at lower costs. The ADS- B technology may be still used in order to provide approach surveillance but also as a redundant low-cost surveillance means.

[0093] Figure 25 represents an airfield positioning system according to the invention adapted to a runway 310. The moving entity is an airplane 200 and the runway 310 comprises grounded central lights 801 provided with UWB pulse radars 400 for detecting the passage of the airplane 200 using an outbound 501 and echoed return signal 601 (complementary or alternatively the grounded central lights 200 can be configured to send outbound poll 601 signal or receive return reply 602). The lights 801 disposed on both long sides in Figure 26 are adapted to allow a positioning of the airplane or vehicle (not shown). The positioning can performed through the calculation of the time of flight of either:- the outbound 501 and return signals 601 bouncing on the airplane or foreign object debris FOD, or- the outbound 601 poll and reply signal 601 sent by the airplane 200.Furthermore, the lights 801 comprise UWB transceivers adapted to receive an UWB signal 602’ periodically sent from an onboard UWB transceiver of the airplane 200. The times of flights of the UWB signal 601 detected by the runway UWB transceivers fixed to the lights 801 disposed on both long sides of the runway 310 are sent to a position determining main-unit 710 and sub-unit 750 (not shown) where the exact coordinates of the airplane 200 are determined. These coordinates of the airplane 200 can be compared with those determined by the inset centre lights 801 , enhancing the reliability of the positioning. The embodiment in Figure 25 illustrates that lights 801 can perform both primary (via 501 , 601 signals) and secondary surveillance (502, 602, 602’) independently or complementary to surface movement radars (SMRs not shown in Figure. 25) and the multilateration system (MLAT not shown in Figure 25), which are the traditional sensors for primary and secondary surveillance, respectively. Figure 18 illustrates one way to carry out the invention. The scope of the invention should not be restricted to this advantageous embodiment since several modifications starting from Figure. 25 within the scope of the claims can be foreseen. For example the lights 801 can be used to monitor the positioning not only of airplanes 200 but also service vehicles, staff circulating on critical airfield areas (e.g. apron, taxiway).

[0094] Figure 26 represents another embodiment of the invention where the positioning units are fixed to aeronautical ground lights 801 and spread over a runway 310, taxiways 320 and an apron 350. The positioning units can perform both primary surveillance through detection of echoed signals 601 and secondary surveillance via reception of return signals 602 containing position and identification data. Furthermore, some positioning units as fixed in their aeronautical ground lights 801 can be further configured to positioning an entity 200 using time of arrivals of returns signals 603.

[0095] The use of UWB signals guarantees also high resilience to multipath especially in busy airfield areas like aprons and parking stands. In addition, the system, thanks to the UWB technology, results also immune to interferences of other radio transmissions within the airport and secure against potential spoofing.

[0096] The installation of the surveillance within the AGL fixture 801 avoid the installation costs and guarantee a distribution of sensors across all manoeuvring areas and parking stands.

[0097] Furthermore, the power consumption of standard surveillance radars 1400, 2400 can be completely eliminated by the disclosed surveillance solutions guaranteeing also a huge step in the direction of green airfields.

[0098] This disclosure includes the possibility to connect all the sensingUWB visual aids 801 with a surveillance processing 901 able to combine data from all sensors 400 in a unique surveillance data output. The surveillance processing 901 may be able to combine the detections from all sensors 400 and accurately calculate also the size, the speed of the targets 200 and their direction. The data output may follow standard Eurocontrol format (Asterix) in order to be immediately compatible with the other ATC systems.

[0099] The size of the aircraft 200 may be calculated based on the amount and identity of the sensors 400 detecting the aircraft simultaneously.

[0100] The combination of such a large set of distributed UWB sensors 400 increases not only the overall accuracy but also the system probability of detection.

[0101] The communication between sensing visual aids 801 and central surveillance processing 901 may be implemented via different communication links.

[0102] As a first option, the powerline communication channel used by theAGL equipment 801 may be used to connect the field sensors 400 via a communication interface 470 to a surveillance data receiving unit 450 in the AGL substations. This receiving unit 450 is then connected via physical network connection to the surveillance central processing 901 , as shown in Figure 27.

[0103] Alternatively or in addition to the previous paragraph, in case the visual aids 801 are equipped with LTE / 5G modem 480, and there is an LTE / 5G private network in place in the airport, the surveillance data can be transmitted wireless to the central processing 901 via the position determining sub-unit 710, as shown in Figure 28.

[0104] The present invention includes also the possibility to use the sameUWB device 400 to locate and also identify other UWB peer devices 200 within its coverage range and use the UWB technology as an alternative to the standard 1090 MHz communication channel for ground cooperative surveillance.

[0105] The UWB visual aids 801 and the other UWB radios 400, for instance mounted airport surveillance stationary device 802 can initialize a communication exchange that is used for accurate ranging but also data exchange (e.g. target identification, target speed, target mission, target planned trajectory, etc.).

[0106] UWB devices 210 may be installed within any vehicle 200 accessing the airfield as a cheaper solution in alternative to expensive standard 1030- 1090 MHz ADS-B transponders, as shown in Fig. 29.

[0107] In addition to lower costs, these new vehicle cooperative UWB will also avoid reduction of the utilization of the 1090 MHz band that is already quite congested by all the existing ground-air communications initiated by the secondary surveillance radars and MLAT systems as well as by the air-air communication between aircraft transponders (TCAS).

[0108] In addition, each physical person accessing the airfield may be provided with his own UWB device 210 in order to be detected and identified by the installed sensing UWB visual aids 801. Personal UWB devices 210 may be provided in either personal tags 200 or mobile phones 200 provided with UWB capability and dedicated mobile application, as shown in FIG. 29.

[0109] Similarly, the disclosed sensing devices are provided with the capability to detect and communicate with any aircraft 200 embarking a UWB device 210, as shown in FIG. 29.

[0110] This technique allows to combine the ranging of the same target 200 by several receivers and calculate the target position accurately via triangulation or Time Difference of Arrival algorithms allowing to reach accuracy of the order of cm.

[0111] As an alternative, the angle of arrival can be measured by a singleUWB sensor 400 with multiple antennas so that the bearing information together with the range information provide the exact location of the device 200.

[0112] 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) forms a unique ground surveillance system capable to deliver with one single system both primary and secondary (cooperative) surveillance to ATC system, shown in FIG. 31.

[0113] The surveillance system 901 may produce a single output for both primary surveillance and secondary surveillance as well as a fused surveillance output that combine the surveillance data from both traditional surveillance chains 1100 , 2100, namely SMR and MLAT systems. All output may follow Eurocontrol Standard formats (Asterix).

[0114] Such combined surveillance system 901 will have a coverage of all ground maneuvering areas and all aprons and parking stands, as long as the UWB sensing visual aids 801 are installed instead of standard AGL fixtures.

[0115] Detection and identification of UWB devices 210 may be used to create restricted areas of different topology (e.g. areas restricted only for aircraft of a certain wing-span, area restricted for aircraft and vehicles, area restricted for nonauthorized ground personnel) in the airport and generate alarms and warning based on the role / identity of the device that may be displayed on the ATC controllers Human Machine Interfaces, shown in Fig. 32.

[0116] Similarly, detection and identification of UWB devices 210 may be used to generate runway incursion alarms and other airport safety nets.

[0117] Once an alarm is generated it may be displayed in the HMI 950 and associated to an audible signal until an ATC controller acknowledges it.

[0118] In addition, the UWB communication channel may be used to transmit the warning directly to the taxing crew of the aircraft or vehicle, if it embarks the UWB device 210.

[0119] The use of the UWB technology as a secondary surveillance source could also allow either the surveillance system 901 or the ATC sensor data fusion to use the UWB surveillance to validate the aircraft GPS position broadcast via ADS-B messages, guaranteeing a safe use of the ADS-B data for ground surveillance.

[0120] In order to validate the quality of the ADS-B data of each aircraft, the UWB detection has to be compared with the received ADS-B position and mark as valid the ADS-B positions which are within a certain range threshold from the correspondent UWB detection, as shown in Fig. 33.

[0121] Once an ADS-B transponder is marked as “valid”, the system may keep its validity for a certain duration of time from the last validation, achieved via comparison with the UWB surveillance data.

[0122] The use of this disclosed validation technique may allow airport to overcome the safety issues related to the ADS-B technology and install standalone ADS- B system without the need for a full MLAT deployment for standard 1090 MHz cooperative surveillance, guaranteeing same or better performance with a much cheaper solution.

[0123] The position determining sub-unit 710 comprises a decentralized processor being configured to receive said positioning data send by the ranging devices 400 of the airport light-signalling device 801 and to determine therefrom a positioning of the above mentioned moving entity 200, namely an aircraft, based on said positioningdata. The centralized processor can be configured to compare the positioning data sent by the ranging devices 400 of the airfield devices with data containing the predefined location of the airport light-signalling devices 801 spread over an airfield.

[0124] The centralized processor can be configured to identify the entity of the above mentioned moving entity 200 using the positioning data sent by the ranging devices 400 of the airport light-signalling device 801 .

[0125] The centralized processor can be configured to merge the positioning data sent by the ranging devices 400 of the airfield devices to achieve high accuracy in the position calculation.

[0126] The centralized processor can be provided with a memory to store the calculated positions and the time of calculation of the above mentioned moving entity 200.

[0127] The centralized processor can be configured to process some or all calculated positions of the above mentioned moving entity 200, to calculate in a configurable time window with positions previously calculated and stored in the memory and to associate the ones related to the above mentioned moving entity 200.

[0128] The centralized processor can be configured to fuse and smooth the positions associated to the same target and generate a single final position update via a tracking filter, in particular Kalman filtering.

[0129] The centralized processor can be configured to transmit all smoothed or new calculated positions of the above mentioned moving entity 200 to an external user or higher level system such as the position determining main-unit 750 or the central monitoring unit 901.

[0130] The system according to the invention can also track several moving entities of different natures (e.g. pedestrian or airplane). Furthermore, the network of ranging devices 400 can be supplemented with moving entities configured to exchange positioning data with the centralized processor.

[0131] Other embodiments of the invention according to at least one of the fourth and / or fifth aspect (e.g. one or more of Figures 15-33) are defined by the following clauses: . Airfield positioning system for determining a position of at least one entity (200) on an airport field, said system comprising:- a plurality of airport signalling devices (801), each comprising a positioning unit (400), each unit (400) comprising an ultra-wideband module configured to at least :- transmit at least one ultra-wideband pulse radio outbound signal (501 , 502), in particular in direction of the at least one entity (200) and / or- receive at least one ultra-wideband pulse radio signal (601 , 602, 602’, 603) in particular sent spontaneously, returned, or echoed by the at least one entity (200);- wherein the positioning units (400) are grouped in groups of positioning units (400);- position determining sub-units (710), each sub-unit (710) is in data communication with the positioning units (400) of a corresponding group and is configured to determine a presence and / or one or more local positions of the at least one entity (200) using positioning data extracted at least from the at least one ultra-wideband pulse radio signal (601 , 602, 602’, 603) received by at least one of the positioning units (400) of the corresponding group;- a position determining main-unit (750) in data communication with each of the position determining sub-units (710), said main-unit (750) being configured to determine an aggregated position of the at least one entity (200) over the airport field 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 determining sub-units (710).2. Airfield positioning system of clause 1 , wherein each group of positioning units (400) defines a corresponding coverage zone of a portion of the airfield, wherein the position determining main-unit (750) is adapted to determine a trajectory of the at least one entity (200) at least when said entity (200) moves from one to another neighbouring coverage zone.3. Airfield positioning system of the preceding clause, wherein at least one of the positioning units is a common positioning unit being part of at least two of the groups of positioning units, such that the common positioning unit is in data communication with the position determining sub-units of the corresponding at least two groups of positioning units, preferably wherein the at least two of the groups of positioning units define respective coverage zones which overlap, defining at least one overlapping coverage zone, wherein the position determining main-unit (750) is configured to merge local positions within the at least one overlapping coverage zone received from the position determining sub-units of the corresponding at least two groups of positioning units.4. Airfield positioning system of any of the preceding clauses, wherein the airport field comprises at least one movement area (310, 320, 350), said area comprising at least one of a runway (310), a taxiway (320) and / or an apron (350), wherein the airport signalling devices (801) are located on or around the at least one movement area (310, 320, 350).5. Airfield positioning system of the preceding clause in combination with Clause 2 or 3, wherein a first coverage zone corresponds to one of the at least one movement area (310, 320, 350) and a second coverage zone corresponds to another of the at least one movement area (310, 320, 350).6. Airfield positioning system of any one of the preceding clauses, wherein the corresponding airport signalling device (801) is selected from the group consisting of:- an airfield ground light (801), in particular an approach light, a runway light, a taxiway light, an elevated light, an inset light, a light box or a visual docking guidance, and- a visual-signalling device (801), in particular a sign.7. Airfield positioning system of any one of the preceding clauses, wherein the positioning data comprise at least one of:- primary surveillance data, such as non-cooperative data, extracted from the at least one ultra-wideband pulse radio signal (601) echoed by the at least one entity (200), optionally said at least one ultra-wideband pulse radio signal (601) echoed by the at least one entity (200) being devoid of identity information relating to the at least one entity, optionally said primary surveillance data comprising at least one of: non- cooperative range data, non-cooperative phase difference of arrival data and / or non- cooperative time of flight data and / or;- secondary surveillance data, such as cooperative data, from the at least one ultra-wideband pulse radio signal (602, 602’, 603) sent spontaneously or returned by the at least one entity (200), optionally said secondary surveillance data comprising at least one of: cooperative time of flight data, time of arrival data, cooperative phase difference of arrival data and / or position data.8. Airfield positioning system of the preceding clause, wherein the one or more local positions of the at least one entity (200) comprise at least one of 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,9. Airfield positioning system of the preceding clause, wherein the aggregated position of the at least one entity (200) comprises at least one of a first aggregated position based on at least one of the first local position, a second aggregated local position based on at least one of the second local position, third aggregated position based on at least one third local position and / or a fourth aggregated position based a fusion of the first aggregated position and the second aggregated position.10. Airfield positioning system of any one of the preceding clauses, wherein the groups of positioning unit (400) are pre-set or reconfigurable.11 . Surveillance system of any of the previous clause, wherein at least one of the position determining sub-unit (710) and / or the position determining main- unit (750) is configured to determine at least one of the position of the centre of gravity, the size, the speed and / or the direction of the at least one entity (200) using the positioning data.12. Airfield positioning system of any one of the preceding clauses, wherein the at least one entity (200) comprises at least one moving entity (200) on the airfield, preferably an airplane (200), a ground vehicle (200), a mobile phone (200) or a pedestrian (200) wearing a tag, preferably said entity (200) being provided with an ultra-wideband communication module (210) configured to exchange at least one of identification and position data with the Airfield positioning system.13. Airfield positioning system of any one of the preceding clauses, wherein the at least one ultra-wideband pulse radio outbound signal comprises a first ultra-wideband pulse outbound signal (501) transmitted by at least one of the positioning units (400) of one of the groups, said signal (501) being a ranging signal, and the at least one ultra-wideband pulse radio signal (601 , 602, 602’, 603) sent spontaneously, returned or echoed by the at least one entity (200) comprises a first ultra- wideband pulse radio signal (601) echoed by the at least one entity (200), said signal (200) being an echoed signal of the said first signal bouncing back on the at least one entity (200).14. Airfield positioning system of any one of the preceding clauses, wherein at least one positioning unit (400) of one of the groups or the corresponding position determination sub-unit (710) is configured to determine cooperative time of flight data or non-cooperative range data of the least one entity (200) relative to the at least one of positioning units (400) of one of the groups using a time of flight of the at least one ultra-wideband pulse radio outbound (501 , 502) and the at least one ultra-wideband pulse radio signal (601 , 602) returned or echoed signals (601 , 602) by the least one entity (200), respectively.15. Airfield positioning system of any one of the preceding clauses, wherein the at least one ultra-wideband pulse radio outbound signal comprises a second ultra-wideband pulse outbound signal (502) transmitted by at least one positioning unit (400) of one of the groups, said signal being a poll signal, and the at least one ultra-wideband pulse radio signal (601 , 602, 602’, 603) sent spontaneously, returned or echoed by the at least one entity (200) comprises a second ultra-wideband pulse signal (602) returned by the at least one entity (200), said signal (602) being a response signal sent by the at least one entity (200).16. Airfield positioning system of any one of the preceding clauses, wherein the at least one ultra-wideband pulse radio signal (602, 602’) spontaneously sent (602’) or returned (602) by the at least one entity (200), in particular the second ultra-wideband pulse radio signal (602), comprises position data of the at least one entity (200).17. Airfield positioning system of any one of the preceding clauses, wherein the at least one ultra-wideband pulse radio signal (601 , 602, 602’, 603) sent spontaneously, returned or echoed by the at least one entity (200) comprises a third ultra-wideband pulse radio signal (603) sent spontaneously, returned or echoed by the at least one entity (200) being received by at least three of the positioning units (400) of one of the groups and the corresponding position determining sub-unit (710) being configured to determine the local position based on time difference of arrival data of the third ultra-wideband pulse radio signal received by the at least three positioning units (400).18. Airfield positioning system of any one of the preceding clauses, wherein the at least one ultra-wideband pulse radio signal (601 , 602, 602’, 603) sent spontaneously, returned or echoed by the at least one entity (200) comprises a fourth (604) ultra-wideband pulse radio signal sent spontaneously, returned or echoed by the at least one entity (200) being received by the ultra-wideband module of at least one of the positioning units of one of the groups (400), said ultra-wideband module comprising a multi-antenna receiver comprising at least two antennas, wherein the corresponding position determining sub-unit (710) is configured to determine the local position based on phase difference of arrival data of the fourth ultra-wideband pulse radio signal received at the at least two antennas.19. Airfield positioning system of any one of the preceding clauses, wherein each of the positioning units of one or more of the groups (400) comprises a first communication unit (460) that is configured for ultra-wideband data communication with the at least one entity (200) or with another one of the positioningunits (400) of one or more of the groups, preferably through the ultra-wideband module of the at least one of the positioning units (400).20. Airfield positioning system according to any of the preceding clauses, wherein the at least one entity (200) comprises at least one first entity (200),-wherein each of the positioning units (400) further comprises-at least one communication unit for wire or wireless communication, in particular ultra-wide band or LTE communication, said device / unit being configured to transfer positioning data to the corresponding position determining sub-unit (710),- a computing unit configured to receive and accumulate said raw positioning detection data received from the ultra-wideband module, to process raw positioning detection data and to deliver positioning data, in particular at least one of: raw positioning data, non- cooperative range data, cooperative and / or non-cooperative time of flight data, time of arrival data, cooperative phase difference of arrival data, non-cooperative phase difference of arrival data and / or position data of the at least one first entity (200) to said communication unit;- a power supply (440);- wherein each position determining sub-unit (710) comprises- at least one communication unit configured to exchange data with the corresponding positioning units (400);- a decentralized processor being configured to receive said 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 said positioning data.21 . Airfield positioning system according to the preceding clause, wherein the at least one entity (200) comprises at least one second entity (200), said system comprising said entity (200), wherein the at least one second entity (200) is configured to receive at least one ultra-wideband pulse radio signal emitted or echoed by the at least one first entity (200), to transform said signal into positioning data, in particular at least one of cooperative time of flight data, time difference of arrival data, phase difference of arrival data and / or of the at least first entity (200), and to transfer the positioning data to at least one of the position determining units (710) preferably via at least one of the positioning units (400) ;- wherein the at least one communication unit of the at least one of the position determining sub-units (710) is configured to exchange data with the at least one second entity (200) and the decentralized processor of said sub-unit (710) is configured to receive said positioning data of the at least one first entity (200) sent by the least one second entity (200), and to calculate the local position of the at least one first entity (200) based on said positioning data.22. Airfield positioning system according to any one of the preceding clauses in combination with clause 6, wherein the airfield ground light (801) comprises a controlling unit for controlling at least one light source, said controlling unit being connected to a first interface, wherein the positioning unit (400) of the airfield ground light (801) comprises a second interface connected to an airport light computing unit, wherein the first and second interfaces being operatively connected in use.23. Airfield positioning system according to any one of the Clauses 20 to 22, wherein the decentralized processor of each position determining 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 the predefined location of the at least one positioning units (400).24. Airfield positioning system according to any one of Clauses 20 to 23, wherein the decentralized processor of each position determining sub-unit (710) is configured to identify the entity of the at least one first entity (200) using the positioning data sent by at least one corresponding positioning unit (400) .25. Airfield positioning system according to any one of Clauses 20 to 24, wherein the decentralized processor of each position determining sub-unit (710) is configured to merge the positioning data send by at least one of the corresponding positioning units (400), respectively, and / or the at least one second entity (200), to achieve high accuracy in the position calculation.26. Airfield positioning system according to any one of Clauses 20 to 25, wherein the decentralized processor of each position determining sub-unit (710) is provided with a memory to store the calculated positions and the time of calculation of the at least one first entity (200).27. Airfield positioning system according to any one of Clauses 20 to 26, wherein the decentralised processor of each position determining sub-unit (710) is configured to process some or all calculated positions of the at least one first entity (200), to calculate in a configurable time window with positions previously calculated and stored in the memory and to associate the ones related to the at least one first entity (200).28. Airfield positioning system according to any one of Clauses 20 to 27, wherein the decentralized processor of each position determining sub-unit (710) is configured to fuse and smooth the positions associated to the same target and generate a single final position update of the at least one first entity (200) via a tracking filter, in particular Kalman filtering.29. Surveillance system for an airport field, comprising the airfield positioning system according to any one of the preceding clauses and a central fusion unit (901) being configured to monitor the at least one entity (200) on the airport field including at least one movement area (310, 320, 350), said area comprising at least one of a runway (310), a taxiway (320) and / or an apron (350), said central fusion unit (901) being configured for data communication with the position determining main-unit (750) of the airfield positioning unit, in particular to receive the one or more local positions and / or the aggregated position of the at least one entity.30. Surveillance system of the preceding clause, further comprising:- a surface movement positioning system (1100) provided with at least one surface movement radar system (1400) operably connected to a surface movement position determining unit (1700), said position determining unit (1700) being in data communication with the central fusion unit (901) for communicating surface movement positioning data from the at least one entity (200), and / or- a multilateration positioning system (2000) provided with at least one multilateration antenna system (2400) operably connected to a multilateration position determining unit (2700), said position determining unit (2700) being in data communication with the central fusion unit (901) for communicating multilateration positioning data from the at least one entity (200), wherein the central fusion unit (900) is46onfigureed to determine a position of the at least one entity (200) based on a fusion of the aggregated position of the at least one entity and / or the one or more local positions of the at least one entity, and at least one of the multilateration positioning data and the surface movement positioning data.31. Surveillance system of the previous clause, wherein the central fusion unit (901) is configured to validate a position of the at least one entity (200) based on the aggregated position of the at least one entity and / or the one or more local positions of the at least one entity , and optionally on the at least one of the multilateration positioning data and the surface movement positioning data.

[0132] Advantageously, the term: “positioning unit” is also known as “ sensor unit”. Equally, “ultra-wide band module” is also known as “ ultra-wide band pulse radio module”.

[0133] Other embodiments can be based on at least one of the first, second and third aspect of the invention in combination with at least one of the fourth and / or fifth aspect of the invention.

[0134] While the invention has been illustrated and described in detail in the drawings and foregoing description, such illustration and description are to be considered illustrative or exemplary and not restrictive. Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the 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.

[0135] The foregoing description details certain embodiments of the invention. It will be appreciated, however, that no matter how detailed the foregoing appears in text, the invention may be practiced in many ways, and is therefore not limited to the embodiments disclosed. It should be noted that the use of particular terminology when describing certain features or aspects of the invention should not be taken to imply that the terminology is being re-defined herein to be restricted to include any specific characteristics of the features or aspects of the invention with which that terminology is associated.

Claims

CLAIMS :1 . An runway incursion detection and warning system (100) for monitoring at least one entity (200) such as an airplane or a ground vehicle, on an airport field comprising at least one movement area (310, 320, 350), said area comprising at least one of a runway (310), a taxiway (320) or an apron (350), said system comprising:- one or more airport signaling devices (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 inset lights (801 .1 , 801.6) or one or more elevated lights (801 .2, 801.3, 801 .4), or-at least one visual-signaling device (802.2, 802.3, 802.4) such as one or more mandatory 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 comprise a sensor unit comprising an ultra-wideband pulse radio module configured to at least emit and / or receive at least one ultra-wideband pulse radio signal for object detection;- a traffic monitoring and management unit (700) in data communication with 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), said traffic monitoring and management unit (700) being configured to determine at least one traffic parameter of the at least one entity (200), such as a pending incursion of a critical area, an expected incursion of the critical area, a dimension or a velocity of said entity (200), depending on traffic data supplied by the sensor 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), said traffic data being extracted from the at least one ultra-wideband pulse radio signal received by the 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), 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) further comprises-at least one communication unit for wire communication, such as power line communication, or wireless communication, in particular ultra-wide band or LTE communication, said unit being configured to transfer the traffic data to the traffic monitoring and management unit (700),- a computing unit configured to process raw traffic data, to receive and accumulate said raw traffic data received from the ultra-wideband pulse radiomodule, and to deliver the traffic data of the least one entity (200) to said traffic monitoring and management unit (700),- a power supply; wherein the traffic monitoring and management unit (700) comprises- optionally at least one communication unit configured to exchange data with said airport signaling device (801.1 , 801.2, 801.3, 801.4, 801.5, 801.6, 802.2,802.3, 802.4);- a centralized processor being configured to receive said traffic data of the at least one entity (200) sent by 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) and to calculate the at least one traffic parameter of the at least one entity (200) based on said traffic data.

2. 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. 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. System (100) of Claim 1 , wherein the central processor is arranged in or on either 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), a relay communication unit (450) or a substation with power electronics as a source of power for the power supply 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).

5. System (100) of Claim 1 , wherein the central processor is arranged in or on a further element selected from the group comprising or consisting in an airport light-signaling device, such as an inset light or an elevated light, and a visualsignaling device; such as mandatory sign or an information sign, preferably said further element being without an ultra-wideband pulse radio module or an ultra-wideband pulse radio module in use.

6. System (100) of Claim 4, 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) comprise a first group of 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) arranged in a cluster likestructure to cover a first zone of interest, said system (100) comprising the relay communication unit (450), wherein a sensor unit of the first group is positioned within a ultra-wideband coverage range of the relay communication unit (450).

7. System (100) of any one of the preceding claims, wherein the at least one ultra-wideband pulse radio signal received by the at least one of the one or more airport signaling device (801.1 , 801.2, 801.3, 801.4, 801.5, 801.6, 802.2, 802.3, 802.4) comprises at least one of:- an echoed ultra-wideband pulse radio signal reflected by the at least one entity (200) from an incident signal emitted by 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) and / or- an interfered ultra-wideband pulse radio signal indicating that the at least one entity (200) at least partially blocks an incident ultra-wideband pulse radio signal emitted by at least one other 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).

8. System (100) of 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) comprise 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) defining a reference position (381 , 382, 383), such as an hold position (381) or a scan 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 from the traffic data the pending incursion of a critical area or the expected incursion thereof :- when the at least one entity (200) is not sensed by 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) in the reference position (381 , 382, 383) at a predefined time window, and / or- when the at least one entity (200) is sensed crossing the reference position (381 , 382, 383) by 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).

9. System (100) of 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 inset lights (801.1) disposed along an array transverse to the movement direction of the at least movement area (310, 320) and preferably disposed behind the reference position (381) according to the movement direction, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal as received by at least one of said lights (801 .1) and reflected by the at leastone entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of said lights (801.1).

10. System (100) of 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) comprises:- at least one second airport signaling device (801.2, 802.2), in particular a second mandatory or information sign (802.2) and / or a second elevated light (801.2) arranged on a first side of the at least one movement area (310, 320), said airport signaling device defining the reference position (381), and- at least one third airport signaling device (801.3, 802.3), in particular a third mandatory or information sign (802.3) and / or a third elevated light (801.3) disposed on a second side of the at least one movement area (310, 320) opposed to the first side, said second and third airport signaling devices (801.2, 801.3, 802.2, 802.3) being positioned at the same height(s) along the movement direction of the at least one movement area (310, 320), wherein the traffic data are extracted from at least one of:- a first echoed ultra-wideband pulse radio signal received by at least one of said second (801.2, 802.2) and at least one of said third (801 .3, 802.3) airport signaling devices and reflected by the at least one entity (200) from a first incident ultra-wideband pulse radio signal emitted by at least one of said second (801.2, 802.2) and by at least one of said said third (801.3, 802.3) airport signaling devices, respectively;-a second echoed ultra-wideband pulse radio signal received by at least one of said second (801.2, 802.2) airport signaling device and reflected by the at least one entity (200) from a second incident ultra-wideband pulse radio signal emitted by at least one of said second (801.2, 802.2) airport signaling device;-a third echoed ultra-wideband pulse radio signal received by at least one of said third (801.3, 802.3) airport signaling device and reflected by the at least one entity (200) from a third incident ultra-wideband pulse radio signal emitted by at least one of said third (801.3, 802.3) airport signaling device;-a fourth echoed ultra-wideband pulse radio signal received by at least one of said third (801.3, 802.3) airport signaling device and reflected by the at least one entity (200) from a fourth incident ultra-wideband pulse radio signal emitted by at least one of said second (801.2, 802.2) airport signaling device;-a fifth echoed ultra-wideband pulse radio signal received by at least one of said second (801.2, 802.2) airport signaling device and reflected by the at least one entity (200) from a fifth incident ultra-wideband pulse radio signal emitted by at least one of said third (801.3, 802.3) airport signaling device,- a first interfered ultra-wideband pulse radio signal received at least one of said third (801 .3, 802.3) airport signaling device indicating that the at least one entity (200) at least partially blocs a sixth incident ultra-wideband pulse radio signal emitted by at least one of said second airport signaling device (801.2, 802.2), and / or- a second interfered ultra-wideband pulse radio signal received at least one of said second (801.2, 802.2) airport signaling indicating that the at least one entity (200) at least partially blocks a seventh incident ultra-wideband pulse radio signal emitted by at least one of said third airport signaling device (801.3, 802.3)11 . System (100) of any 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) comprises:- at least one fourth airport signaling device (801.4, 802.4), in particular a fourth mandatory or information sign (802.4) or a fourth elevated light (801.4) arranged on the first side of the at least one movement area (310, 320), said airport signaling device (801.4, 802.4) defining the reference position (381 , 382), said system optionally comprising at least one opposed airport signaling device (807, 808) without either an ultra-wideband pulse radio module or an ultra-wideband pulse radio module in use, in particular an opposed mandatory sign (808) or an opposed elevated light (807) disposed on a second side of the at least one airport movement area (310, 320) opposed to the first side, wherein said fourth (801 , 802) and said opposed airport signaling (807, 808) devices being positioned at the same height(s) along the movement direction of the at least one movement area (310, 320); wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal received by a least one of said fourth airport signaling device (801.4) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of said fourth airport signaling device (801 .4, 802.4).

12. System (100) of 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 inset light (801 .5) disposed in the central line of the at least movement area (310, 320) and preferably disposed before the reference position (381 , 382, 383) according to the movement direction, wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal as received by the at least one of said light (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 said light (801.5).

13. System (100) of any 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) comprise a cluster of airport signaling devices (801.6) disposed in a central line, a guiding line or edge line of said area, wherein the traffic monitoring and management unit (700) is configured to determine at least one of the pending incursion of a critical area, the expected incursion thereof, the dimension the at least one entity (200) and / or the velocity of said entity (200), and optionally the position of said entity (200) along the line depending on the traffic data supplied by the cluster of airport signaling devices (801 .6), wherein the traffic data are extracted from an echoed ultra-wideband pulse radio signal received by at least one of the cluster of the airport signaling devices (801.6) and reflected by the at least one entity (200) from an incident ultra-wideband pulse radio signal emitted by at least one of the cluster of airport signaling devices (801.6).

14. System (100) of any of the preceding claims, wherein the cluster of airport signaling devices comprises a plurality of sixth inset lights (801.6) disposed in the central line, optionally the at least fifth inset light (801.5) is comprised in the plurality of sixth inset lights.

15. System (100) of Claim 13 or 14, wherein the traffic monitoring and management unit (700) is configured to detect the expected incursion of a critical area by the at least one entity (200) as a function of :- the position along the line; and / or- a breaking distance determined for said entity (200) using the dimension and / or the velocity thereof.

16. System (100) of any one of the preceding claims, wherein the traffic monitoring and management unit (700) being configured to issue at least one alert upon determination of the pending incursion of a critical area or the expected incursion thereof.

17. System (100) of any one of the preceding claims, comprising at least one of:- an emitter adapted to send a synthetic voice massage alert to at least one pilot of the at least one entity (200) wherein said emitter is configured to transmit the synthetic voice massage alert to said pilot upon detection of the pending incursion of a critical area or the expected incursion thereof, and / or.- an broadcast system adapted to signal an alert to any person in the vicinity of the reference position where the pending incursion of a critical area or the expected incursion thereof is expected to takes place.

18. System (100) of any one of the preceding claims, being adapted to activate the at least one light signaling device such as at least one of : a red elevated stop bar light (807), inset red stop bar lights (807), the first inset lights (801 .1), the second elevated light (801 .2), the third elevated light (801 .3), the fourth elevated light (801.4) or the opposed elevated light (807) to alert visually the at least one pilot of the at least one entity (200) upon detection of the pending incursion of a critical area or the expected incursion thereof.

19. System (100) of any one of the preceding claims, 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) is configured to receive and transmit ultra-wideband pulse 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 with one another ultra-wideband pulse radio signals through their respective sensor unit.System (100) of 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) comprise a first communication device (470) coupled to the power supply line, and wherein the central processor of the traffic monitoring and management unit (700) is coupled to the power supply line and is configured for data communication with the first communication device via the power supply line.

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

21. System (100) of 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 a range of the 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 the at least one ultra-wideband pulse radio outbound and the at least one ultra-wideband pulse radio signal echoed signals by the least one entity (200).

22. System (100) according to any one of the preceding claims, in particular claim 14, wherein the plurality of sixth inset lights comprises at least three inset lights (801.6), preferably at least five inset lights (801.6), more preferably at least teninset lights (801.6), in particular said lights being arranged consecutively in series with respect to one another.

23. System (100) according to any one of the preceding claims, wherein the cluster of airport signaling devices (801.6) comprises at least three mandatory signs or information signs, preferably at least five mandatory signs or information signs, more preferably at least ten mandatory signs or information signs, preferably said signs being arranged consecutively in series with respect to one another and / or wherein the cluster of airport signaling devices (801.6) comprises at least three elevated lights, preferably at least five elevated lights, more preferably at least ten elevated lights, notably in case of a guiding line or a edge line, in particular said lights being arranged consecutively in series with respect to one another.

24. Autonomous runway incursion warning system, comprising an runway incursion detection and warning system according to any one of the previous claims.

25. Airport traffic service system for an airport field comprising an runway incursion detection and warning system according to any one of claims 1 to 23, said airport traffic service system further comprising a central monitoring unit (900) being configured to monitor at least one entity (200) on the at least one movement area (310, 320, 350), said central monitoring unit (900) being configured for data communication with the runway incursion detection and warning system unit (700).

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