Automated runway entry alert
The automated runway incursion alert system addresses the safety risks of runway incursions by using sensor data to determine aircraft and target traffic positions and speeds, outputting alerts when specific criteria are met, thereby reducing collision risks and enhancing safety.
Patent Information
- Application Number
- JP2024207963
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-11-30
- Filing Date
- 2024-11-29
- Publication Date
- 2025-06-24
AI Technical Summary
Runway incursions pose a significant safety risk due to the limitations of existing monitoring systems, including radar blind spots, difficulty in tracking ground vehicles, and reliance on visual observation and human communication, which can be unreliable, especially in poor weather conditions.
An automated runway incursion alert system that receives aircraft position sensor data and target traffic position data, determines the position, speed, and direction of both, and outputs an alert when the aircraft meets specific own-aircraft alert criteria and the target traffic meets target-traffic alert criteria.
The system significantly reduces the risk of runway incursions by providing timely and accurate alerts to pilots, enhancing safety even in adverse weather conditions and high-traffic volumes, thereby preventing collisions and ensuring passenger and equipment safety.
Smart Images
Figure 2025093879000001_ABST
Abstract
Description
Background Art
[0001]
[0001] Air traffic controllers, ground controllers, pilots, and airport ground vehicle operators monitor the movements of aircraft and ground vehicles to ensure safe and efficient air operations. Traffic monitoring can include visual tracking and radar or satellite-based systems for monitoring aircraft and ground vehicles. In this way, air traffic controllers, ground controllers, pilots, and vehicle operators can adjust the movements of aircraft and ground vehicles to avoid collisions during airport operations.
Summary of the Invention
[0002]
[0002] According to one aspect of the present disclosure, a method for providing an automated runway incursion alert is provided. The method includes receiving aircraft position sensor data from a position sensor mounted on an aircraft. Position data of target traffic is also received. Based on the aircraft position sensor data, the position, speed, and direction of travel of the aircraft are identified. Based on the position data of the target traffic, the position, speed, and direction of travel of the target traffic are identified. The method further includes determining that the aircraft meets one or more own-aircraft alert criteria and determining that the target traffic meets one or more target-traffic alert criteria. Based on the determination that the aircraft meets one or more own-aircraft alert criteria and the target traffic meets one or more target-traffic alert criteria, a runway incursion alert is output.
[0003]
[0003] This simplified summary of the specification is presented to provide a basic understanding of some aspects of the specification. This summary is not an extensive overview of the specification. This summary is not intended to identify the main or important elements of the specification, or to describe any scope of particular embodiments or claims of the specification. Its sole purpose is to present some concepts of the specification in a simple form as a prelude to the more detailed description shown in this disclosure.
Brief Description of the Drawings
[0004]
Figure 1
[0004] A block diagram of an exemplary system for providing an automated runway incursion alert is shown.
Figure 2
[0005] A schematic example of an operating environment including an aircraft and a ground vehicle is shown.
Figure 3
[0006] A schematic example of a tablet computing device having a graphical user interface (GUI) that can be used by an aircraft operator is shown.
Figure 4
[0007] A schematic example of another operating environment including a runway final approach envelope is shown.
Figure 5
[0008] A schematic example of another operating environment is shown.
Figure 6
[0009] A schematic example of the tablet computing device of FIG. 3 configured to output a runway incursion alert is shown.
Figure 7A
[0010] FIGS. 7A-7B show a block diagram of an exemplary method for providing an automated runway incursion alert.
Figure 7B
Figure 8
[0011] A block diagram of an exemplary computing system is shown.
Mode for Carrying Out the Invention
[0005]
[0012] As described above, air traffic controllers, ground controllers, pilots, and other vehicle operators can adjust the movements of aircraft and ground vehicles to avoid collisions during airport operations. However, in some cases, an aircraft or a ground vehicle may unexpectedly or mistakenly enter a runway. For example, a pilot may inadvertently enter an active runway without permission, or a pilot may be given permission to use the runway by mistake. This is generally referred to as runway incursion. Since runway incursions can lead to collision accidents, they pose a significant safety risk.
[0006]
[0013] To prevent runway incursions, radar can be used by air traffic control and ground control to monitor the positions of aircraft on the ground and / or in the air. However, radar has blind spots. Also, it can be difficult to track ground aircraft or vehicles using radar.
[0007]
[0014] Visual observation is another technique that can prevent runway incursions and avoid collisions. Runway markers and lighting patterns also distinguish various areas of the airport (e.g., runways and taxiways) and vehicles. However, visual observation may be difficult in situations with poor visibility such as bad weather. Furthermore, oral reports and communications of traffic positions may be less reliable than automated alert systems. For example, incorrect communication can lead to dangerous situations. Additionally, delayed instructions may not provide sufficient prior notice for an aircraft to initiate a go-around or clear the runway.
[0008]
[0015] To address the above problems, multiple embodiments related to providing automated runway incursion alerts are disclosed. Briefly described, aircraft position sensor data is received from position sensors mounted on the aircraft. Position data of target traffic is also received. Based on the aircraft position sensor data and the position data of the target traffic, the positions, speeds, and directions of travel of the aircraft and the target traffic are determined. A runway incursion alert is output based on a determination that the aircraft meets one or more own-aircraft alert criteria and the target traffic meets one or more target-traffic alert criteria. By alerting the pilot about the positions and movements of other aircraft and ground vehicles on the runway, the pilot can take preventive measures to ensure the safety of passengers and equipment. This system has the potential ability to significantly reduce the risk of runway incursions, for example, at airports with high traffic volumes or when instrument meteorological conditions prevent visual identification of the runway during an approach. This can help prevent collisions and sudden flight deviations.
[0009]
[0016] FIG. 1 shows one embodiment of a system 100 for providing automated runway incursion alerts. System 100 includes a computing system 102. Computing system 102 includes a processor and a memory storing a plurality of instructions executable by the processor. The plurality of instructions are executable to perform the methods and processes described herein. Further aspects of computing system 102 are described in more detail below with reference to FIG. 8.
[0010]
[0017] In some embodiments, computing system 102 includes a tablet computing device, a laptop computing device, a mobile computing device (e.g., a smartphone), or a wearable computing device (e.g., a smartwatch) that is operated by an end user 104 (e.g., an aircraft pilot or another vehicle operator). For example, at least a portion of computing system 102 may be implemented on a tablet computing device 106 that is operated by end user 104. In a plurality of other embodiments, computing system 102 includes a server computing device. For example, a plurality of aspects of the methods and processes described herein may be implemented on a server computing device that executes a web application and is operated by end user 104 via a user computing device such as tablet computing device 106. In this way, at least a portion of computing system 102 may be implemented on board an aircraft. For example, FIG. 2 shows an example of an aircraft 202 on which a computing device such as computing system 102 of FIG. 1 may be disposed.
[0011]
[0018] As described above, computing system 102 may take the form of a user computing device such as tablet computing device 106 of FIG. 1, rather than a computing system integrated with avionics equipment of an aircraft. By providing a computing system separate from avionics, the computing system may output notifications to the aircraft operator that are other than those typically included in integrated avionics, in accordance with aviation regulations (e.g., Federal Aviation Administration regulations and directives). Also, where permitted, one or more aspects of the computing system may be integrated within the aircraft and / or a ground vehicle (e.g., as part of a glass cockpit system or other avionics equipment).
[0012]
[0019] Referring back to FIG. 1, computing system 102 is configured to receive aircraft position sensor data 110 from a position sensor 108 mounted on an aircraft. For example, FIG. 2 shows an example of an aircraft 202 on which a computing system such as computing system 102 of FIG. 1 may be disposed. In some embodiments, position sensor data 110 may be obtained from sensors coupled to the aircraft. For example, a tablet computing device mounted on the aircraft may obtain position sensor data from a position sensor integrated with aircraft 202. In a plurality of other embodiments, the tablet computing device may include one or more integrated position sensors configured to provide position sensor data for the tablet computing device. When the tablet computing device is mounted on the aircraft, such position sensor data may replace or augment data obtained from the aircraft system.
[0013]
[0020] In some embodiments, position sensor 108 includes a GPS sensor 112 and position sensor data 110 includes GPS data 114 from GPS sensor 112. The position sensor may further or alternatively include an accelerometer 116 (e.g., as one or more components of an inertial measurement unit or IMU). Position sensor data 110 may include accelerometer data 118 from accelerometer 116.
[0014]
[0021] Referring back to FIG. 1, computing system 102 is configured to receive position data 120 of target traffic. FIG. 2 shows an example of target traffic in the form of a ground vehicle 204. Target traffic can include any other suitable type of traffic, such as another aircraft. In some embodiments, the position data 120 of the target traffic includes ADS-B data 122 received from an Automatic Dependent Surveillance - Broadcast (ADS-B) receiver 124 communicatively coupled to the computing system 102. In some embodiments, the ADS-B receiver 124 is integrated into the aircraft (e.g., as an antenna disposed on the outer surface of the aircraft fuselage). In a plurality of other embodiments, the ADS-B receiver 124 is a peripheral ADS-B receiver device that can be coupled to a computing system such as the tablet computing device 106 of FIG. 1. The ADS-B receiver 124 is configured to receive the altitude and position of the target traffic in accordance with the ADS-B Out equipment performance standards (e.g., 14 CFR 91.227).
[0015]
[0022] In a plurality of other embodiments, the position data 120 of the target traffic includes flight alarm data 148 received from the target traffic. For example, the target traffic can include a flight data transmitter 150. The flight data transmitter 150 is configured to transmit the position data 120 from the target traffic to the computing system 102. For example, the flight data transmitter 150 can transmit GPS data, barometric data, etc. Such data can alert the computing system 102 or other traffic in the vicinity of the target traffic if the target traffic has a potential for collision.
[0016]
[0023] Computing system 102 is configured to identify the position 126, speed 128 (e.g., ground speed or airspeed), and heading 130 of an aircraft based on aircraft position sensor data 110. In some embodiments, the position 126, speed 128, and heading 130 are output to an operator of the aircraft. For example, the position 126, speed 128, and heading 130 may be output for display to end user 104.
[0017]
[0024] FIG. 3 shows an example of a tablet computing device 302 that may be used by an aircraft operator. The tablet computing device 302 includes a display 304 configured to display a plurality of graphical user interface (GUI) elements. The GUI elements include an altimeter 306, an airspeed indicator 308, a bearing indicator 310, and a course deviation indicator 312. These elements are arranged around a simulated attitude indicator 314 of the aircraft.
[0018]
[0025] In some embodiments, the computing system 102 of FIG. 1 includes map data 132. The map data 132 may further or alternatively be output for display to end user 104 via tablet computing device 106. In one example of FIG. 3, map data 316 is displayed on tablet computing device 302 in the form of an instrument approach procedure plate. In other embodiments, any other suitable map data may be provided. Other examples of suitable map data may include airport surface maps, sectional charts, helicopter charts, enroute charts, and departure procedure plates.
[0019]
[0026] Referring back to FIG. 1, computing system 102 is also configured to identify the position 134, speed 136, and direction of travel 138 of target traffic based on the position data 120 of the target traffic. However, information regarding the target traffic is not output unless it is determined that the position 134, speed 136, and direction of travel 138 of the target traffic meet one or more target traffic alert criteria 140 and the position 126, speed 128, and direction of travel 130 meet one or more own-ship alert criteria 142. By suppressing the output regarding the target traffic, it is possible to prevent distracting the attention of the aircraft operator and / or other vehicle operators.
[0020]
[0027] In the following paragraphs, multiple embodiments of the own-ship alert criteria 142 are described. In some embodiments, one or more of the own-ship alert criteria 142 include identifying the own ship. The term "own ship" generally refers to an aircraft owned by oneself. For example, the own ship may include an aircraft operated by the end user 104, or an aircraft in which the computing system 102 is disposed, accessed, or operated. In some embodiments, an explicit identity of the own ship is provided to the computing system 102. In multiple other embodiments, the computing system 102 is configured to identify the identity of the own ship based on the position sensor data 110 and the position data 120 of the target traffic. The determination that the aircraft does not correspond to the own ship suppresses the output of the runway incursion alert, as shown at 144. This prevents the computing system 102 from outputting inappropriate alerts. On the other hand, the determination that the aircraft corresponds to the own ship enables the output of the runway incursion alert, as shown at 146.
[0021]
[0028] In some embodiments, one or more ownship alert criteria 142 further or alternatively include determining that the aircraft is within a predetermined altitude range. FIG. 2 shows an example of a predetermined altitude range 206 for aircraft 202. In some embodiments, the predetermined altitude range 206 includes an altitude range of altitude above ground level (AGL) from 100 to 5000 feet. In some more specific embodiments, the predetermined altitude range 206 includes an altitude range of 200 to 1000 feet AGL. Further, in a plurality of more specific embodiments, the predetermined altitude range 206 includes an altitude range of 300 to 1000 feet AGL. It will be understood that any other suitable altitude range may also be used. In some embodiments, the lower limit of the predetermined altitude range may be selected such that the aircraft has sufficient time to respond to potential traffic on the runway. For example, below 300 feet, it may not be desirable to provide an alert that may distract attention. Further, the aircraft may be within visual range of the runway. The upper limit of the predetermined altitude range may be selected to prevent issuing premature alerts to the pilot(s).
[0022]
[0029] Further or alternatively, in some embodiments, one or more own - aircraft alert criteria 142 include determining that the aircraft is descending within a range of threshold descent rates. FIG. 2 shows the threshold descent rate 208 of aircraft 202. The threshold descent rate can be selected to reflect a descent rate shallower than the glide path of the selected approach. In some embodiments, the threshold descent rate is 100 feet per minute (FPM) or more. In more specific embodiments, the threshold descent rate is 200 FPM or more. Further, in more specific embodiments, the threshold descent rate is 300 FPM or more. In this way, the threshold descent rate can prevent the computing system from alerting the (one or more) pilots when the aircraft is not committed to landing. For example, FIG. 2 also shows a schematic example of the glide path 210 of aircraft 202. The glide path 210 is less than the theoretical glide path above the threshold descent rate 208. In other embodiments, the threshold descent rate can be equal to or steeper than the glide path for the approach. This can widen the range of situations in which a runway incursion alert can be output.
[0023]
[0030] In some embodiments, one or more own - aircraft alert criteria 142 further or alternatively include determining that the map data 132 includes the following criteria for the runway that the aircraft is approaching. That is, the reference latitude, the reference longitude, the reference azimuth (e.g., as the true azimuth), the latitude from the opposite direction of the opposite - side runway threshold, the longitude from the opposite direction of the opposite - side runway threshold, and the nose azimuth from the opposite direction (e.g., the nose azimuth of the opposite - side runway).
[0024]
[0031] Further or alternatively, in some embodiments, one or more own-ship alert criteria 142 include determining that the aircraft is within a range of a threshold nose bearing in the runway direction. The runway direction may be identified based on map data 132. For example, FIG. 2 shows an aircraft 202 approaching a runway 212. The aircraft 202 has a nose bearing 214. The nose bearing 214 is within the range of the threshold nose bearing of the runway 212. In some embodiments, the threshold nose bearing includes a nose bearing within a range of 45 degrees or less. In some more specific embodiments, the threshold nose bearing is within a range of 25 degrees or less. Further, in some more specific embodiments, the threshold nose bearing is within a range of 15 degrees or less. In this way, the threshold nose bearing can prevent the computing system from alerting the pilot(s) when the aircraft is not moving in the general direction of the runway (e.g., when the aircraft is in a crosswind leg of the approach).
[0025]
[0032] In some embodiments, one or more own-ship alert criteria 142 further or alternatively include determining that the aircraft is within a range of a threshold distance to the start of the runway. FIG. 2 shows an example of a threshold distance 216 to the aircraft 202 and the runway 212. In some embodiments, the threshold distance 216 is a direct distance metric. For example, the threshold distance 216 can be a distance in the range of 0 to 5 nautical miles. In some more specific embodiments, the threshold distance 216 is within a range of 1 to 4 nautical miles. Further, in some more specific embodiments, the threshold distance 216 is within a range of 2 to 3 nautical miles. In other embodiments, the threshold distance is a function of the speed of the aircraft 202. For example, the threshold distance 216 can be a distance that the aircraft 202 travels within a range of 0 to 5 minutes. In some more specific embodiments, the threshold distance 216 includes a distance that the aircraft 202 travels within a range of 1 to 3 minutes. Further, in some more specific embodiments, the threshold distance 216 includes a distance that the aircraft 202 travels within a range of 1 to 2 minutes. The threshold distance can be selected to prevent premature alerts to the pilot(s).
[0026]
[0033] Further or alternatively, in some embodiments, one or more own - aircraft alert criteria 142 include determining that the aircraft is within a final - approach envelope that extends from a starting point in the runway direction. In some embodiments, the final - approach envelope includes an envelope formed by a cone having an angle within a range of 0 to 10 degrees extending from the starting point of the runway. For example, FIG. 4 shows an example of a final - approach envelope 218 that extends from the starting point of runway 212. The final - approach envelope 218 includes a cone having an angle 220. In some more - specific embodiments, the angle is within a range of 1 to 5 degrees. Further, in a plurality of more - specific embodiments, the angle is within a range of 2 to 4 degrees. The final - approach envelope enables a computing system to identify whether the aircraft is in the final approach of the runway.
[0027]
[0034] In some embodiments, one or more own - aircraft alert criteria 142 of FIG. 1 further or alternatively include determining that the aircraft does not meet the criteria 142 for two or more runways. For example, referring again to FIG. 3, if the aircraft 202 meets one or more target - traffic alert criteria for runway 212 and a second runway 222, a runway - incursion alert will not be output. In this way, the own - aircraft alert criteria prevent the computing system from outputting an inaccurate alert when it cannot reliably identify which runway the aircraft is attempting to land on.
[0028]
[0035] Referring back to FIG. 1, the computing system is further configured to determine whether the target traffic meets one or more target traffic alert criteria 140. The following paragraphs describe multiple embodiments of the target traffic criteria. In some embodiments, one or more target traffic alert criteria 140 include determining that the target traffic is on a runway. For example, referring next to FIG. 5, a line string rectangle 226 can be generated using the latitude and longitude of each end of the runway 212 and the published width of the runway 212 to determine whether a second aircraft 224 is on the runway 212. If the width of the runway does not exist, a default width can be used. In some embodiments, the default width includes a width in the range of 10 to 200 feet. In more specific embodiments, the default width includes a width in the range of 25 to 100 feet. Further, in more specific embodiments, the default width includes a width in the range of 50 to 75 feet. These boundaries help the computing system distinguish whether a vehicle is on or adjacent to a runway (e.g., waiting in front of or exiting the runway).
[0029]
[0036] Parallel runways (e.g., runways 212 and 222 in FIG. 2) can have centerlines that are close enough to each other to make it difficult to distinguish each runway before an aircraft enters short final. To prevent alerting the pilot of an aircraft approaching one or more adjacent runways, the output of the runway incursion alert can be suppressed for parallel runways where the distance between the centerlines of each runway is less than a threshold distance. In some embodiments, the threshold distance includes a distance in the range of 0 to 2500 feet. In more specific embodiments, the threshold distance includes a distance in the range of 0 to 1000 feet. Further, in more specific embodiments, the threshold distance includes a distance in the range of 0 to 850 feet.
[0030]
[0037] In some embodiments, one or more target traffic alert criteria 140 further or alternatively include determining that position data 120 of the target traffic is not being supplied from the Internet. Internet traffic information can be delayed (e.g., due to network latency). This can result in inaccurate runway incursion alerts. For example, Internet traffic information can indicate that an aircraft is on the runway when in the real world the aircraft has already departed. In contrast, the use of more near-real-time position data can provide a more accurate understanding of the traffic situation.
[0031]
[0038] Further or alternatively, in some embodiments, one or more target traffic alert criteria 140 include determining that the target traffic is on the ground. For example, the ground vehicle 204 in FIG. 2 is on a taxiway adjacent to the runway 212, and the other aircraft 224 in FIG. 5 has landed on the runway 212. By confirming that the target traffic is on the ground, the computing system will not erroneously report that air traffic is on the runway.
[0032]
[0039] In some embodiments, one or more target traffic alert criteria 140 further or alternatively include determining that the target traffic is not deviating from the aircraft. Deviation can be established based at least on the target traffic having a ground speed faster than the ownship aircraft and having a nose bearing in a different direction than the ownship aircraft (moving away from the ownship aircraft). Traffic that deviates from the position of the ownship aircraft may not trigger a runway incursion alert. In contrast, traffic that is not deviating or is moving towards the ownship aircraft may trigger a runway incursion alert. For example, another aircraft 224 in FIG. 5 that is taking off in the direction of runway 212 and has a ground speed faster than the aircraft 202 on final approach would not trigger a runway incursion alert. However, if another aircraft 224 is not deviating from aircraft 202, a runway incursion alert 228 may be output to the pilot of aircraft 202. In this way, the pilot can determine whether another aircraft 224 is dangerous to their approach and respond accordingly. For example, the pilot can communicate with air traffic control as shown at 230 in FIG. 5 and / or initiate a go-around maneuver.
[0033]
[0040] As described above, based on the determination that the aircraft meets one or more own-ship alert criteria 142 and the target traffic meets one or more target traffic alert criteria 140, the computing system 102 of FIG. 1 is configured to output a runway incursion alert 146. FIG. 6 shows various forms of runway incursion alerts that may be output by the tablet computing device 302 of FIG. 3. In some embodiments, the runway incursion alert includes a visual notification 316 on the display 304. In one embodiment of FIG. 6, the visual notification 316 takes the form of text "Traffic on runway" superimposed on the attitude indicator 314. In a plurality of other embodiments, the visual notification 316 may have any other suitable form (e.g., different text or a color change on the display 304). The runway incursion alert may further or alternatively include any other suitable information. For example, the runway incursion alert may include a runway number and an airport identifier (e.g., KSEA or KPDX).
[0034]
[0041] The runway incursion alert may further or alternatively include an audible notification 318. In one embodiment of FIG. 6, the audible notification 318 includes an oral output saying "Traffic on runway". In a plurality of other embodiments, the audible notification 318 may have any other suitable form (e.g., an alert or other suitable sound).
[0035]
[0042] The runway incursion alert may further or alternatively include tactile feedback. For example, the tablet computing device 302 may vibrate as shown in FIGS. 320A and 320B of FIG. 6. The tablet computing device 302 may further or alternatively send instructions to vibrate a wearable computing device such as a smartwatch worn by the vehicle operator. In this way, the tablet computing device 302 can alert the (one or more) pilots and / or other vehicle operators of the runway incursion.
[0036]
[0043] In some embodiments, referring again to FIG. 1, the runway incursion alert 146 may be repeated and / or remain active over a threshold time. In some embodiments, the runway incursion alert 146 may be output once per minute or at any other suitable rate. The runway incursion alert 146 may further or alternatively be dismissed by the user (e.g., by tapping on the display 304 of the tablet computing device 302 of FIG. 6). In some embodiments, the runway incursion alert 146 is dismissed when one or more of the ownship alert criteria 142 and / or the target alert criteria 140 are no longer met. For example, the computing system 102 may stop outputting the runway incursion alert 146 when the aircraft is outside a threshold distance from the start of the runway (e.g., the aircraft is taking off near the runway on a go-around) and / or when the target traffic is starting to deviate from the aircraft.
[0037]
[0044] FIGS. 7A-7B illustrate a block diagram of an exemplary method 700 for providing a runway incursion alert. The following description of method 700 is provided with reference to FIGS. 1-6 and FIG. 8 below. It will be understood that method 700 may also be performed in a plurality of other contexts.
[0038]
[0045] Referring first to FIG. 7A, at 702, method 700 includes receiving aircraft position sensor data from a position sensor mounted on the aircraft. In some embodiments, at 704, receiving the aircraft position sensor data includes receiving one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer mounted on the aircraft.
[0039]
[0046] In 706, method 700 includes receiving position data of target traffic. In some embodiments, in 708, target traffic includes one or more of another aircraft or a ground vehicle. For example, target traffic may take the form of a ground vehicle as shown in FIG. 2. In other embodiments, target traffic may include any other suitable type of traffic such as aircraft 224 in FIG. 5.
[0040]
[0047] In 710, in some embodiments, receiving the position data of the target traffic includes receiving ADS - B data from an ADS - B receiver communicatively coupled to a computing system and using the ADS - B data to identify the position of the target traffic. ADS - B can provide position data that is more accurate and timely than position data obtained from other information sources such as the Internet.
[0041]
[0048] Method 700 further includes, in 712, identifying the position, speed, and direction of travel of the aircraft based on the aircraft's position sensor data. In 714, method 700 further includes identifying the position, speed, and direction of travel of the target traffic based on the position data of the target traffic. In this way, potential runway incursions can be identified using the aircraft's position sensor data and the position data of the target traffic.
[0042]
[0049] Referring now to FIG. 7B, method 700 further includes, in 716, determining that the aircraft meets one or more own - aircraft alert criteria. Steps 718 - 726 illustrate multiple examples of own - aircraft alert criteria.
[0043]
[0050] In some embodiments, at 718, determining that the aircraft meets one or more own - aircraft alert criteria includes determining that the aircraft is within a predetermined altitude range. FIG. 2 shows an example of a predetermined altitude range 206 for aircraft 202. The predetermined altitude range can be selected to ensure that the aircraft has sufficient time to respond to potential traffic on the runway and to prevent issuing premature alerts to the pilot(s).
[0044]
[0051] At 720, in some embodiments, determining that the aircraft meets one or more own - aircraft alert criteria includes determining that the aircraft is descending within a range of threshold descent rates. FIG. 2 shows an example of a threshold descent rate 208 for aircraft 202. The threshold descent rate can suppress the output of a runway incursion alert when the aircraft is not committed to landing.
[0045]
[0052] In some embodiments, at 722, determining that the aircraft meets one or more own - aircraft alert criteria includes determining that the aircraft is within a range of threshold nose - in azimuths in the runway direction. For example, FIG. 2 shows aircraft 202 approaching runway 212 at a nose - in azimuth 214 within the range of threshold nose - in azimuths of runway 212. The threshold nose - in azimuth ensures that the aircraft is moving in the general direction of the runway before providing a runway incursion alert.
[0046]
[0053] At 724, in some embodiments, determining that the aircraft meets one or more own - aircraft alert criteria includes determining that the aircraft is within a range of threshold distances to the start of the runway. For example, FIG. 2 shows a threshold distance 216 for aircraft 202 and runway 212. The threshold distance can be selected to ensure that the aircraft has sufficient time to respond to potential traffic on the runway while also preventing providing premature alerts to the pilot(s).
[0047]
[0054] In some embodiments, at 726, determining that the aircraft meets one or more own-ship alert criteria includes determining that the aircraft does not meet the criteria for two or more runways. For example, if the aircraft meets one or more own-ship alert criteria for two parallel runways, a runway incursion alert will not be output. In this way, the own-ship alert criteria prevent the output of inaccurate alerts when it is unclear which runway the aircraft is attempting to land on.
[0048]
[0055] Method 700 further includes, at 728, determining that the target traffic meets one or more target traffic alert criteria. Steps 730 - 734 illustrate multiple examples of target traffic alert criteria.
[0049]
[0056] In some embodiments, at 730, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is on the ground. For example, the ground vehicle 204 in FIG. 2 is on the taxiway adjacent to the runway 212, and the other aircraft 224 in FIG. 5 has landed on the runway 212. This prevents an aircraft in the air from accidentally triggering a runway incursion alert.
[0050]
[0057] At 732, in some embodiments, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic has not deviated from the aircraft. For example, if the other aircraft 224 in FIG. 5 is taking off in the direction of the runway 212 and has a ground speed faster than that of the aircraft 202, it will not trigger a runway incursion alert. In this way, the pilot may not receive an alert when another vehicle is not a danger to their aircraft.
[0051]
[0058] In some embodiments, at 734, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is located on a taxiway. For example, the second aircraft 224 in FIG. 5 is on the taxiway 212, while the ground vehicle 204 in FIG. 2 is not on the taxiway. Thus, the second aircraft 224 may represent a potential taxiway incursion, while the ground vehicle 204 does not.
[0052]
[0059] At 736, method 700 further includes outputting a taxiway incursion alert based on determining that the aircraft meets one or more own-ship alert criteria and that the target traffic meets one or more target traffic alert criteria. In some embodiments, at 738, outputting a taxiway incursion alert includes providing one or more of visual, audible, or tactile feedback to an operator of the aircraft. FIG. 6 shows some examples of taxiway incursion alerts including a visual notification 316, an audible notification 318, and a tactile feedback 320. In this way, a tablet computing device can alert (one or more) pilots and / or other vehicle operators of a taxiway incursion.
[0053]
[0060] By providing an automated taxiway incursion alert, a pilot can respond to potential traffic on the taxiway. The alert system can improve situation awareness even in poor visibility conditions (e.g., bad weather, etc.) and can continuously or periodically scan the traffic around an aircraft even at an airport without a control tower or where radar signals do not reach. As described above, the position data is processed using one or more own-ship alert criteria and one or more target traffic alert criteria. This enables accurate alerts to be output early enough for a pilot to communicate with target traffic and / or an air traffic controller, or to abort an approach and go around. This complements human judgment and communication, reduces dependence on human factors, and ensures situation awareness.
[0054]
[0061] In some embodiments, the methods and processes described herein are associated with a computing system of one or more computing devices. In particular, such methods and processes may be implemented as a computer application program or service, an application programming interface (API), a library, and / or other computer program products.
[0055]
[0062] FIG. 8 schematically illustrates a non-limiting embodiment of a computing system 800 that may implement one or more of the methods and processes described above. Computing system 800 is illustrated in a simplified form. Computing system 800 may embody the computing system 102 described above and shown in FIG. 1. The components of computing system 800 may include one or more personal computers, server computers, tablet computers, home entertainment computers, network computing devices, video game devices, mobile computing devices, mobile communication devices (e.g., smartphones), and / or other computing devices, as well as wearable computing devices such as smartwatches and head-mounted augmented reality devices.
[0056]
[0063] Computing system 800 includes a processing circuit 802, a volatile memory 804, and a non-volatile storage device 806. Computing system 800 may optionally include a display subsystem 808, an input subsystem 810, a communication subsystem 812, and / or other components not shown in FIG. 8.
[0057]
[0064] The processing circuit 802 typically includes one or more logical processors. The one or more logical processors are physical devices configured to execute a plurality of instructions. For example, a logical processor may be configured to execute a plurality of instructions. The plurality of instructions may be part of one or more applications, programs, routines, libraries, objects, components, data structures, or other logical constructs. Such a plurality of instructions may be implemented to perform work, implement data types, transform the state of one or more components, achieve a technical effect, or otherwise reach a desired result.
[0058]
[0065] The logical processor may include one or more physical processors configured to execute a plurality of software instructions. Additionally or alternatively, the logical processor may include one or more hardware logic circuits or firmware devices configured to execute logic or firmware instructions implemented in hardware. The processor of the processing circuit 802 may be a single-core or a multi-core processor, and the plurality of instructions executed by the processor may be configured to be processed sequentially, in parallel, and / or distributively. The individual components of the processing circuit may optionally be distributed across two or more separate devices. These devices may be remotely located and / or configured for coordinated processing. For example, various aspects of the computing systems disclosed herein may be virtualized and executed by remotely accessible, networked computing devices configured as a cloud computing configuration. In such cases, it will be understood that these virtualized aspects are executed on various physical logical processors of various different machines. The various physical logical processors of these different machines are understood to be collectively subsumed by the processing circuit 802.
[0059]
[0066] The non-volatile storage device 806 includes one or more physical devices configured to hold instructions executable by a logical processor to implement the methods and processes described herein. When such methods and processes are implemented, the state of the non-volatile storage device 806 can be transformed, for example, to hold different data.
[0060]
[0067] The non-volatile memory device 806 includes removable and / or built-in physical devices. The non-volatile storage device 806 can include optical memory, semiconductor memory, and / or magnetic memory, or other mass storage device technologies. The non-volatile storage device 806 can include non-volatile, dynamic, static, read / write, serial access, location addressable, file addressable, and / or content addressable devices. The non-volatile storage device 806 is configured to hold a plurality of instructions even when power to the non-volatile storage device 806 is interrupted.
[0061]
[0068] The volatile memory 804 can include physical devices including random access memory. The volatile memory 804 is typically utilized by the processing circuit 802 to temporarily store information during the processing of a plurality of software instructions. It will be appreciated that the volatile memory 804 is typically not configured to continue storing a plurality of instructions when power to the volatile memory 804 is interrupted.
[0062]
[0069] The plurality of aspects of the processing circuit 802, the volatile memory 804, and the non-volatile storage device 806 can be integrated together within one or more hardware logic components. Such hardware logic components can include, for example, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system on chips (SOCs), and complex programmable logic devices (CPLDs).
[0063]
[0070] The term "program" can typically be used to describe an aspect of a computing system 800 implemented in software by a processor to execute a particular function using a portion of volatile memory, which function includes transformation processing that specially configures the processor to execute the function. Thus, a program can be instantiated via a processing circuit 802 that uses a portion of volatile memory 804 to execute a plurality of instructions held by a non-volatile storage device 806. It will be understood that various programs can be instantiated from the same application, service, code block, object, library, routine, API, function, etc. Similarly, the same program can be instantiated by various applications, services, code blocks, objects, routines, APIs, functions, etc. The term "program" can encompass individual ones or groups such as executable files, data files, libraries, drivers, scripts, database records, etc.
[0064]
[0071] A display subsystem 808 can be used to present a visual representation of data held by a non-volatile storage device 806. This visual representation can take the form of a GUI. The methods and processes described herein change the data held by the non-volatile storage device and thus transform the state of the non-volatile storage device, so the state of the display subsystem 808 can also be transformed to visually display the corresponding changes in the basic data. The display subsystem 808 can include one or more display devices that utilize virtually any type of technology. Such display devices can be combined with the processing circuit 802, volatile memory 804, and / or non-volatile storage device 806 within a shared housing, or such display devices can be peripheral display devices.
[0065]
[0072] When included, the input subsystem 810 may include or interact with one or more user input devices such as a keyboard, mouse, touch screen, camera, or microphone.
[0066]
[0073] When included, the communication subsystem 812 may be configured to communicatively couple the various computing devices described herein to each other and / or to other devices. The communication subsystem 812 may include wired and / or wireless communication devices compatible with one or more different communication protocols. By way of non-limiting examples, the communication subsystem may be configured for communication via a wired or wireless local or wide area network, a broadband cellular network, etc. In some embodiments, the communication subsystem may enable the computing system 800 to send and / or receive messages to and from other devices via a network such as the Internet.
[0067]
[0074] Furthermore, the present disclosure includes a plurality of configurations according to the following clauses.
[0068]
[0075] Clause 1. In a computing system, a method for providing an automated runway incursion alert, the method comprising receiving aircraft position sensor data from a position sensor mounted on an aircraft, receiving position data of target traffic, determining a position, a speed, and a direction of travel of the aircraft based on the aircraft position sensor data, determining a position, a speed, and a direction of travel of the target traffic based on the position data of the target traffic, determining that the aircraft meets one or more own-aircraft alert criteria, determining that the target traffic meets one or more target-traffic alert criteria, and outputting the runway incursion alert based on determining that the aircraft meets the one or more own-aircraft alert criteria and that the target traffic meets the one or more target-traffic alert criteria.
[0069]
[0076] Clause 2. Receiving the position sensor data of the aircraft includes receiving one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer mounted on the aircraft, the method according to clause 1.
[0070]
[0077] Clause 3. Receiving the position data of the target traffic includes receiving ADS-B data from an ADS-B receiver communicatively coupled to the computing system and identifying the position of the target traffic using the ADS-B data, the method according to clause 1.
[0071]
[0078] Clause 4. The target traffic includes one or more of another aircraft or a ground vehicle, the method according to clause 1.
[0072]
[0079] Clause 5. Outputting the runway incursion alert includes providing one or more of visual, audible, or tactile feedback to the operator of the aircraft, the method according to clause 1.
[0073]
[0080] Clause 6. Determining that the aircraft meets the one or more own-aircraft alert criteria includes determining that the aircraft is within a predetermined altitude range, the method according to clause 1.
[0074]
[0081] Clause 7. Determining that the aircraft meets the one or more own-aircraft alert criteria includes determining that the aircraft is descending within a predetermined rate of descent range, the method according to clause 1.
[0075]
[0082] Clause 8. The method according to clause 1, wherein determining that the aircraft satisfies the one or more own-aircraft alert criteria includes determining that the aircraft is within a range of a threshold nose azimuth in the runway direction.
[0076]
[0083] Clause 9. The method according to clause 1, wherein determining that the aircraft satisfies the one or more own-aircraft alert criteria includes determining that the aircraft is within a range of a threshold distance to the start point of the runway.
[0077]
[0084] Clause 10. The method according to clause 1, wherein determining that the aircraft satisfies the one or more own-aircraft alert criteria includes determining that the aircraft does not satisfy the criteria for two or more runways.
[0078]
[0085] Clause 11. The method according to clause 1, wherein determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is on the ground.
[0079]
[0086] Clause 12. The method according to clause 1, wherein determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic has not deviated from the aircraft.
[0080]
[0087] Clause 13. The method according to clause 1, wherein determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is located on the runway.
[0081]
[0088] A computing system comprising a processor above clause 14.1, wherein the one or more processors are configured to receive the aircraft's position sensor data from a position sensor mounted on the aircraft, receive the position data of target traffic, identify the position, speed, and direction of travel of the aircraft based on the aircraft's position sensor data, identify the position, speed, and direction of travel of the target traffic based on the position data of the target traffic, determine that the aircraft meets one or more own-aircraft alert criteria, determine that the target traffic meets one or more target-traffic alert criteria, and output a runway incursion alert based on determining that the aircraft meets the one or more own-aircraft alert criteria and the target traffic meets the one or more target-traffic alert criteria.
[0082]
[0089] Clause 15. The computing system according to clause 14, wherein the position sensor data includes one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer mounted on the aircraft.
[0083]
[0090] Clause 16. The computing system according to clause 14, wherein the position data of the target traffic includes ADS-B data from an ADS-B receiver communicatively coupled to the computing system, and the one or more processors are further configured to use the ADS-B data to identify the position of the target traffic.
[0084]
[0091] Clause 17. The computing system according to clause 14, wherein the one or more own-aircraft alert criteria include a predetermined altitude range of the aircraft.
[0085]
[0092] Clause 18. The one or more own-aircraft alert criteria include the threshold rate of descent of the aircraft, and are the computing system described in Clause 14.
[0086]
[0093] Clause 19. The one or more own-aircraft alert criteria include the threshold distance from the aircraft to the start point of the runway, and are the computing system described in Clause 14.
[0087]
[0094] Clause 20. A computing system comprising a GPS sensor mounted on an aircraft, the GPS sensor configured to output GPS sensor data, a position data receiver configured to receive position data of target traffic, and one or more processors, the one or more processors being configured to receive the GPS sensor data from the GPS sensor, identify the position, speed, and direction of travel of the aircraft based on the GPS sensor data of the aircraft, identify the position, speed, and direction of travel of the target traffic using the position data of the target traffic, determine that the aircraft meets one or more own-aircraft alert criteria, determine that the target traffic meets one or more target-traffic alert criteria, and output a runway incursion alert based on determining that the aircraft meets the one or more own-aircraft alert criteria and that the target traffic meets the one or more target-traffic alert criteria.
[0088]
[0095] As used herein, "and / or" is defined as inclusive or ∨ according to the following truth table. TIFF2025093879000002.tif67170
[0089]
[0096] As used herein, the term "one or more of A or B" includes A, B, or a combination of A and B. The term "one or more of A, B, or C" is equivalent to A, B, and / or C. Thus, as used herein, "one or more of A, B, or C" includes A alone, B alone, C alone, a combination of A and B, a combination of A and C, a combination of B and C, or a combination of A, B, and C.
[0090]
[0097] It should be understood that the configurations and / or approaches described herein are exemplary in nature and these specific embodiments or examples should not be considered in a limiting sense, as numerous variations are possible. The specific routines or methods described herein may represent one or more of any number of processing strategies. In that way, the various operations shown and / or described may be performed in other orders, concurrently, or omitted, in addition to the order shown and / or described. Similarly, the order of the processes described above may be changed.
[0091]
[0098] The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various processes, systems, and configurations disclosed herein, as well as any and all of their features, functions, operations, and / or characteristics, and any and all of their equivalents.
Description of Reference Numerals
[0092] 100 System 102 Computing System 104 End User 106 Tablet Computing Device 108 Position Sensor 110 Position Sensor Data 112 GPS Sensor 114 GPS Data 116 Accelerometer 118 Accelerometer Data 120 Position Data 122 ADS-B Data 124 ADS-B Receiver 126 Position (of aircraft) 128 Speed (of aircraft) 130 Heading (of aircraft) 132 Map data 134 Position (of target traffic) 136 Speed (of target traffic) 138 Heading (of target traffic) 140 Target traffic alert criteria 142 Own aircraft alert criteria 148 Flight alarm data 150 Flight data transmitter 202, 224 Aircraft 204 Ground vehicle 206 Threshold altitude 208 Threshold descent rate 210 Glide path 212 Runway 214 Nose bearing 216 Threshold distance 218 Final approach envelope 220 Angle 222 Second runway 226 Line string rectangle 228 Runway incursion alert 302 Tablet computing device 304 Display 306 Altimeter 308 Airspeed indicator 310 Nose bearing indicator 312 Course deviation indicator 314 Simulated attitude indicator 316 Map data 318 Visual notification 320 Audible notification 322A, 322B Vibration 700 Method 702 - 738 Method steps 800 Computing system 802 Processing circuit 804 Volatile Memory 806 Non-Volatile Storage Device 808 Display Subsystem 810 Input Subsystem 812 Communication Subsystem
Claims
1. 1. A method (700) for providing an automated runway incursion alert (146, 228) in a computing system (102, 800), comprising: receiving (702) position sensor data (110) for an aircraft (202, 224) from a position sensor (108) mounted on the aircraft; Receiving (706) location data (120) of the targeted traffic; determining (712) a position (126), a velocity (128), and a heading (130) of the aircraft (202, 224) based on the position sensor data (110) of the aircraft (202, 224); determining (714) a position (134), a speed (136), and a direction (138) of the target traffic based on the position data (120) of the target traffic; determining (716) that the aircraft (202, 224) meets one or more own aircraft alert criteria (142); determining (728) that the target traffic meets one or more target traffic alert criteria (140); and and outputting (736) the runway incursion alert (146, 228) based on determining that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) and the target traffic satisfies the one or more target traffic alert criteria (140).
2. 2. The method (700) of claim 1, wherein receiving (702) the position sensor data (110) of the aircraft (202, 224) comprises receiving (704) one or more of GPS data (114) from a GPS sensor (112) or accelerometer data (118) from an accelerometer (116) onboard the aircraft (202, 224).
3. 2. The method (700) of claim 1, wherein receiving (706) the location data (120) of the target traffic comprises receiving (710) ADS-B data (122) from an ADS-B receiver (124) communicatively coupled to the computing system (102, 800) and using the ADS-B data (122) to identify the location (134) of the target traffic.
4. The method (700) of claim 1, wherein the target traffic includes one or more of another aircraft (202, 224) or a ground vehicle (204).
5. 2. The method (700) of claim 1, wherein outputting (736) the runway incursion alert (146, 228) comprises providing (738) one or more of visual (316), audible (318), or tactile feedback (320A, 320B) to an operator of the aircraft (202, 224).
6. 2. The method of claim 1, wherein determining that the aircraft satisfies the one or more own aircraft alert criteria comprises determining that the aircraft is within a predetermined altitude range.
7. 2. The method (700) of claim 1, wherein determining (716) that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) comprises determining (720) that the aircraft (202, 224) is descending within a predetermined descent rate (208).
8. 2. The method (700) of claim 1, wherein determining (716) that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) comprises determining (722) that the aircraft (202, 224) is within a threshold heading (214) toward a runway.
9. 2. The method (700) of claim 1, wherein determining (716) that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) comprises determining (724) that the aircraft (202, 224) is within a threshold distance (216) to a start of a runway.
10. 2. The method (700) of claim 1, wherein determining (716) that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) comprises determining (726) that the aircraft (202, 224) does not satisfy the criteria for two or more runways (212, 222).
11. 2. The method (700) of claim 1, wherein determining (728) that the target traffic satisfies the one or more target traffic alert criteria (140) comprises determining (730) that the target traffic is on ground.
12. 2. The method of claim 1, wherein determining (728) that the target traffic satisfies the one or more target traffic alert criteria (140) comprises determining (732) that the target traffic is not straying from the aircraft (202, 224).
13. 2. The method of claim 1, wherein determining (728) that the target traffic satisfies the one or more target traffic alert criteria (140) comprises determining (734) that the target traffic is located on a runway (212, 222).
14. A computing system (102, 800) comprising one or more processors, The one or more processors: receiving position sensor data (110) of an aircraft (202, 224) from a position sensor (108) mounted on the aircraft (202, 224); receiving location data (120) of the target traffic; determining a position (126), a velocity (128), and a heading (130) of the aircraft (202, 224) based on the position sensor data (110) of the aircraft (202, 224); determining a position (134), a speed (136), and a direction (138) of the target traffic based on the position data (120) of the target traffic; determining that the aircraft (202, 224) satisfies one or more own aircraft alert criteria (142); determining that the target traffic meets one or more target traffic alert criteria (140); and and outputting a runway incursion alert (146, 228) based on determining that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) and the target traffic satisfies the one or more target traffic alert criteria (140).
15. 15. The computing system (102, 800) of claim 14, wherein the position sensor data (110) includes one or more of GPS data (114) from a GPS sensor (112) or accelerometer data (118) from an accelerometer (116) mounted on the aircraft (202, 224).
16. 15. The computing system (102, 800) of claim 14, wherein the location data (120) of the target traffic includes ADS-B data (122) from an ADS-B receiver (124) communicatively coupled to the computing system (102, 800), and the one or more processors are further configured to: determine the location (134) of the target traffic using the ADS-B data (122).
17. 15. The computing system (102, 800) of claim 14, wherein the one or more own aircraft alert criteria (142) comprises a predetermined altitude range for the aircraft (202, 224).
18. 15. The computing system (102, 800) of claim 14, wherein the one or more own aircraft alert criteria (142) comprises a threshold descent rate (208) for the aircraft (202, 224).
19. 15. The computing system (102, 800) of claim 14, wherein the one or more own aircraft alert criteria (142) comprises a threshold distance (216) from the aircraft (202, 224) to a start of a runway.
20. A computing system (102, 800), comprising: a GPS sensor (112) on board the aircraft (202, 224), the GPS sensor (112) configured to output GPS sensor data (114); a location data receiver (124, 150) configured to receive location data (120) of the target traffic; One or more processors, the one or more processors receiving the GPS sensor data (114) from the GPS sensor (112); determining a position (126), a velocity (128), and a heading (130) of the aircraft (202, 224) based on the GPS sensor data (114) of the aircraft (202, 224); using the position data (120) of the target traffic to determine a position (134), a speed (136), and a direction of travel (138) of the target traffic; determining that the aircraft (202, 224) satisfies one or more own aircraft alert criteria (142); determining that the target traffic meets one or more target traffic alert criteria (140); and and outputting a runway incursion alert (146, 228) based on determining that the aircraft (202, 224) satisfies the one or more own aircraft alert criteria (142) and the target traffic satisfies the one or more target traffic alert criteria (140).