Inbound traffic alert
The system addresses runway incursion risks by using sensor data to automate inbound traffic alerts, ensuring accurate and timely notifications to pilots, thereby enhancing safety and reducing collisions.
Patent Information
- Application Number
- JP2024207957
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-11-30
- Filing Date
- 2024-11-29
- Publication Date
- 2025-07-08
AI Technical Summary
Existing air traffic control systems face challenges in preventing runway incursions due to radar blind spots, difficulty in tracking ground vehicles, and reliance on unreliable human communication, especially in poor visibility conditions, which can lead to safety risks and collisions.
A system that receives aircraft position data from sensors and target traffic data to identify the aircraft's position, speed, and direction, and outputs automated inbound traffic alerts based on predefined criteria, ensuring the aircraft is on a taxiway and the target traffic meets specific alert conditions, using visual, audible, and tactile feedback to alert pilots.
The system significantly reduces the risk of runway incursions by providing timely and accurate alerts, enhancing pilot awareness, and ensuring safety even in poor visibility conditions, complementing human judgment and reducing dependence on human factors.
Smart Images
Figure 2025102681000001_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 may include visual tracking, as well as 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 inbound traffic 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 is on a taxiway and that the aircraft is the own aircraft, at least based on the position of the aircraft. The method further includes determining that the target traffic meets one or more target traffic alert criteria. Based on determining that the aircraft is on a taxiway, that the aircraft is the own aircraft, and that the target traffic meets one or more target traffic alert criteria, an inbound traffic 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 key or critical 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 simplified form as a prelude to the more detailed description presented in the disclosure.
Brief Description of the Drawings
[0004]
Figure 1
[0004] A block diagram of an exemplary system for providing inbound traffic alerts is shown.
Figure 2
[0005] A schematic example of an operating environment including an aircraft 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 final approach envelope of a runway is shown.
Figure 5
[0008] A schematic example of another operating environment is shown.
Figure 6
[0009] A schematic of the tablet computing device of FIG. 3 configured to output an inbound traffic alert is shown.
Figure 7A
[0010] FIGS. 7A-7B show a block diagram of an exemplary method for providing an inbound traffic alert.
Figure 7B
Figure 8
[0011] A block diagram of an exemplary computing system is shown. **DETAILED DESCRIPTION OF THE INVENTION**
[0005]
[0012] As described above, air traffic controllers, ground controllers, pilots, and other vehicle operators can adjust the movement of aircraft and ground vehicles to avoid collisions during airport operations. However, in some cases, an aircraft or a ground vehicle may unexpectedly or accidentally enter a runway. For example, a pilot may inadvertently enter an active runway without permission, or a pilot may be erroneously given permission to use a runway. This is generally referred to as a runway incursion. Since a runway incursion can lead to a collision accident, it poses a significant safety risk.
[0006]
[0013] To prevent runway incursions, radar can be used by air traffic control and ground control to monitor the position 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 can be difficult in poor visibility conditions such as bad weather. Additionally, verbal reports and communications of traffic positions may be less reliable than an automated alert system. For example, incorrect communication can lead to a dangerous situation. Further, a delayed instruction may not provide sufficient advance notice for an aircraft to initiate a go-around or clear a runway.
[0008]
[0015] To address the above problems, multiple embodiments related to providing inbound traffic alerts are disclosed. Briefly described, aircraft position sensor data is received from a position sensor 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 headings of the aircraft and the target traffic are identified. An inbound traffic alert is output based on a determination that the aircraft is on a runway, the aircraft is the ownship, 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, the pilot can take preventive measures to ensure the safety of passengers and equipment. This system has the potential to significantly reduce the risk of runway incursions, for example, at busy airports or when instrument meteorological conditions are preventing visual identification of the runway during an approach. This can help prevent collisions and sudden flight deviations.
[0009]
[0016] FIG. 1 shows an example of a system 100 for providing inbound traffic alerts. System 100 includes a computing system 102. The 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 the 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 and / or a ground vehicle. For example, FIG. 2 shows an example of an aircraft 224 on which a computing system 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 aircraft avionics equipment. By providing a computing system separate from avionics, the computing system may output to the aircraft operator notifications other than those generally included in integrated avionics, in accordance with aviation regulations (e.g., Federal Aviation Administration regulations and directives). It will also be understood that, when permitted, one or more aspects of the computing system may be integrated within an 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 the aircraft. In some embodiments, the position sensor data 110 can be obtained from sensors coupled to the aircraft. For example, a tablet computing device mounted on the aircraft can obtain position sensor data from a position sensor integrated into the aircraft. In a plurality of other embodiments, the tablet computing device can 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 can replace or augment data obtained from the aircraft system.
[0013]
[0020] In some embodiments, the position sensor 108 includes a GPS sensor 112 and the position sensor data 110 includes GPS data 114 from the GPS sensor 112. The position sensor can further or alternatively include an accelerometer 116 (e.g., as one or more components of an inertial measurement unit or IMU). The position sensor data 110 can include accelerometer data 118 from the accelerometer 116.
[0014]
[0021] Computing system 102 is further configured to receive position data 120 of target traffic. FIG. 2 shows an example of target traffic in the form of a second aircraft 202. Target traffic may 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 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 may 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 may transmit GPS data, barometric data, etc. Such data may 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 the 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 be output for display to end user 104 via the tablet computing device 106 further or alternatively. In one example of FIG. 3, map data 316 is displayed on a 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 embodiments of suitable map data may include airport surface maps, sectional charts, helicopter charts, enroute charts, and departure procedure plates.
[0019]
[0026] Referring again 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 may not be output without determining that the position 134, speed 136, and direction of travel 138 of the target traffic satisfy one or more target traffic alert criteria 140 and that the position 126, speed 128, and direction of travel 130 satisfy 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 the operator of another vehicle.
[0020]
[0027] In the following paragraphs, multiple embodiments of the own-ship alert criteria 142 will be described. In some embodiments, one or more own-ship alert criteria 142 include determining that the aircraft is 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, the 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 inbound traffic alert, as shown at 144. Thereby, the computing system 102 is prevented from outputting inappropriate alerts. On the other hand, the determination that the aircraft is the own ship enables the output of the inbound traffic alert, as shown at 146.
[0021]
[0028] In some embodiments, one or more own aircraft alert criteria 142 or one or more target traffic alert criteria 140 further or alternatively include determining that the map data 132 includes the following criteria of 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 reverse direction of the opposite runway threshold, the longitude from the reverse direction of the opposite runway threshold, and the nose azimuth from the reverse direction (e.g., the nose azimuth of the opposite runway).
[0022]
[0029] In some embodiments, one or more own aircraft alert criteria 142 further or alternatively include determining that the aircraft is on the runway based at least on the position of the aircraft. For example, referring next to FIG. 4, to determine whether the aircraft 224 is on the runway 212, a line string rectangle 226 can be generated using the latitude and longitude of each end of the runway 212, as well as the published width of 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 to distinguish whether the aircraft is on the runway or adjacent to the runway (e.g., waiting in front of the runway or exiting the runway).
[0023]
[0030] Parallel runways (e.g., runways 212 and 222 in FIG. 2) can have centerlines that are sufficiently close to each other such that it is difficult to distinguish the runways before an aircraft enters short final. To prevent alerting the pilots of aircraft approaching one or more adjacent runways, the output of the inbound traffic 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 distances in the range of 0 to 2,500 feet. In more specific embodiments, the threshold distance includes distances in the range of 0 to 1,000 feet. Further, in more specific embodiments, the threshold distance includes distances in the range of 0 to 850 feet.
[0024]
[0031] Referring again to FIG. 1, the computing system is further configured to determine whether target traffic meets one or more target traffic alert criteria 140. The following paragraphs describe multiple embodiments of the target traffic criteria.
[0025]
[0032] In some embodiments, one or more target traffic alert criteria 140 include determining that the position data 120 of the target traffic is not supplied from the Internet. Internet traffic information can be delayed (e.g., due to network latency). This can result in inaccurate alerts. For example, Internet traffic information can indicate that an aircraft is on final when in the real world the aircraft has already arrived at the airport. In contrast, the use of more near-real-time position data can provide a more accurate understanding of the traffic situation.
[0026]
[0033] Further or alternatively, in some embodiments, one or more target traffic alert criteria 140 include determining that the target traffic is in the air. For example, the aircraft 202 in FIG. 2 is on a short final approach to runway 212 and the aircraft 224 is landing on runway 212. By verifying that the target traffic is in the air, the computing system will not erroneously alert the (one or more) pilots due to proximity to other landing traffic.
[0027]
[0034] In some embodiments, one or more target traffic alert criteria 140 further or alternatively include determining that the target traffic is at or above a threshold altitude. FIG. 2 shows an example of a threshold altitude 206 for the aircraft 202. In some embodiments, the threshold altitude 206 includes an altitude within a range of altitudes above ground level (AGL) of 100 to 5000 feet. In some more specific embodiments, the threshold altitude 206 includes an altitude within a range of 200 to 1000 feet AGL. Further, in a plurality of even more specific embodiments, the threshold altitude 206 includes an altitude within a range of 300 to 1000 feet AGL. Also, it will be understood that any other suitable altitude may be used. For example, determining that the target traffic meets one or more target traffic alert criteria may further or alternatively include determining that the target traffic is within a threshold altitude range of an aircraft other than the threshold altitude AGL. The threshold altitude may be selected to prevent premature alerts to the (one or more) pilots regarding traffic that has not yet descended below the threshold altitude.
[0028]
[0035] Further or alternatively, in some embodiments, one or more target traffic alert criteria 140 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 that is 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 pilot(s) of aircraft 224 when the target traffic 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 an alert can be output.
[0029]
[0036] Further or alternatively, in some embodiments, one or more target traffic alert criteria 140 include determining that the aircraft is within a range of threshold nose azimuths in the runway direction. The runway direction can be identified based on the map data 132. For example, FIG. 2 shows an aircraft 202 approaching runway 212. The aircraft 202 has a nose azimuth 214. The nose azimuth 214 is within the range of the threshold nose azimuth of the runway 212. In some embodiments, the threshold nose azimuth includes nose azimuths within a range of 45 degrees or less. In some more specific embodiments, the threshold nose azimuth is within a range of 25 degrees or less. Further, in more specific embodiments, the threshold nose azimuth is within a range of 15 degrees or less. In this way, the threshold nose azimuth can prevent the computing system from alerting the pilot(s) when the target traffic is not moving in the general direction of the runway (e.g., when the target traffic is on the crosswind leg of the approach).
[0030]
[0037] In some embodiments, one or more target traffic alert criteria 140 further or alternatively include determining that the target traffic is within a threshold distance range from the start point of the runway. FIG. 2 shows an example of a threshold distance 216 for an aircraft 202 and a 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 in the range of 1 to 4 nautical miles. Further, in some more specific embodiments, the threshold distance 216 is within the 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 the distance that the aircraft 202 travels within a range of 0 to 5 minutes. In some more specific embodiments, the threshold distance 216 includes the 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 the distance that the aircraft 202 travels within a range of 1 to 2 minutes. The threshold distance can be selected to prevent (one or more) pilots from receiving premature alerts.
[0031]
[0038] Further or alternatively, in some embodiments, one or more target traffic alert criteria 140 include determining that the aircraft is within a final approach envelope extending from the start point in the direction of the runway. 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 start point of the runway. For example, FIG. 5 shows an example of a final approach envelope 218 extending from the start point of the runway 212. The final approach envelope 218 includes a cone having an angle 220. In some more specific embodiments, the angle is within the range of 1 to 5 degrees. Further, in some more specific embodiments, the angle is within the range of 2 to 4 degrees. The final approach envelope enables a computing system to identify whether the aircraft is in a final approach to the runway.
[0032]
[0039] In some embodiments, one or more of the target traffic alert criteria 140 of FIG. 1 further or alternatively include determining that the aircraft does not meet the criteria 140 for two or more runways. For example, referring again to FIG. 3, if the aircraft 202 meets one or more of the target traffic alert criteria for runway 212 and a second runway 222, an inbound traffic alert will not be output. In this way, the target traffic 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.
[0033]
[0040] In some embodiments, one or more of the 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 that of the own aircraft and having a nose bearing in a direction different from that of the own aircraft (moving away from the own aircraft). Traffic that deviates from the position of the own aircraft may not trigger an inbound traffic alert. In contrast, traffic that is not deviating or is moving towards the own aircraft may trigger an inbound traffic alert. For example, an inbound traffic alert may not be triggered if the aircraft 224 takes off in the direction of runway 212 and has a ground speed faster than the aircraft 202 that is on final. However, if the aircraft 224 is not deviating from the other aircraft 202, an inbound traffic alert 228 may be output to the pilot of the aircraft 224. In this way, the pilot can determine whether the other aircraft 202 is dangerous for their ground position and act accordingly.
[0034]
[0041] As described above, based on the aircraft being on the runway, the aircraft being the own aircraft, and the target traffic being determined to meet one or more target traffic alert criteria, the computing system 102 of FIG. 1 is configured to output an inbound traffic alert 146. FIG. 6 shows various forms of inbound traffic alerts that may be output by the tablet computing device 302 of FIG. 3. In some embodiments, the inbound traffic 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 is on short final" 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 inbound traffic alert may further or alternatively include any other suitable information. For example, the inbound traffic alert may include a runway number and an airport identifier (e.g., KSEA or KPDX).
[0035]
[0042] The inbound traffic 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 is on short final". In a plurality of other embodiments, the audible notification 318 may have any other suitable form (e.g., an alert or other suitable sound).
[0036]
[0043] The inbound traffic 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 commands to vibrate a wearable computing device such as a smartwatch worn by the vehicle operator. In this way, the tablet computing device 302 may alert the pilot(s) and / or the vehicle operator of the traffic.
[0037]
[0044] In some embodiments, referring again to FIG. 1, the inbound traffic alert 146 can continue to be repeated and / or active over a threshold time. In some embodiments, the inbound traffic alert 146 can be output once per minute or at any other suitable rate. The inbound traffic alert 146 can further or alternatively be dismissed by a user (e.g., by tapping on the display 304 of the tablet computing device 302 of FIG. 6). In some embodiments, the inbound traffic alert 146 is dismissed when one or more of the own-ship alert criteria 142 and / or the target alert criteria 140 are no longer met. For example, the computing system 102 can stop outputting the inbound traffic alert 146 when the aircraft begins to deviate from the target traffic.
[0038]
[0045] FIGS. 7A-7B illustrate a block diagram of an exemplary method 700 for providing an inbound traffic 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 can also be implemented in a plurality of other contexts.
[0039]
[0046] First, referring 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.
[0040]
[0047] At 706, method 700 includes receiving position data of target traffic. As shown at 708, in some embodiments, the target traffic includes another aircraft. For example, FIG. 2 shows an example of target traffic in the form of aircraft 202. At 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, at 712, identifying the position, speed, and direction of travel of the aircraft based on the aircraft's position sensor data. At 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, inbound traffic 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, at 716, method 700 includes determining that the aircraft is the own aircraft. Method 700 includes, at 718, determining that the aircraft is on a taxiway based at least on the position of the aircraft. For example, aircraft 224 in FIG. 2 is on taxiway 212.
[0043]
[0050] Method 700 further includes, at 720, determining that target traffic meets one or more target traffic alert criteria. Steps 722 - 732 illustrate multiple examples of target traffic alert criteria. In some embodiments, at 722, determining that target traffic meets one or more target traffic alert criteria includes determining that the target traffic is in the air. For example, the aircraft 202 in FIG. 2 is on a short final approach in the air.
[0044]
[0051] In some embodiments, at 724, determining that the aircraft meets one or more own - aircraft alert criteria includes determining that the aircraft is at or above a threshold altitude. FIG. 2 shows an example of a threshold altitude 206 for the aircraft 202. The threshold altitude can be selected to ensure that the aircraft has sufficient time to respond to potential traffic on the runway and to prevent premature alerts to the pilot(s). In other embodiments, as shown at 726, method 700 further includes or alternatively includes determining that the target traffic is within a threshold altitude range of the aircraft.
[0045]
[0052] At 728, in some embodiments, determining that target traffic meets one or more target traffic alert criteria includes determining that the target traffic is within a range of a threshold nose - bearing in the runway direction. For example, FIG. 2 shows the aircraft 202 approaching the runway 212 at a nose - bearing 214 within the range of the threshold nose - bearing of the runway 212. The threshold nose - bearing ensures that the aircraft is moving in the general direction of the runway before providing an inbound traffic alert.
[0046]
[0053] 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 within a range of a threshold distance to the start of the runway. For example, FIG. 2 shows an aircraft 202 and a threshold distance 216 to a runway 212. The threshold distance may be selected to avoid providing premature alerts.
[0047]
[0054] At 732, in some embodiments, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is not deviating from the aircraft. For example, if the aircraft 224 in FIG. 2 is taking off in the direction of the runway 212 and has a ground speed faster than the aircraft 202, it will not receive an inbound traffic alert. In this way, the pilot may not receive an alert when the traffic does not pose a danger to their aircraft.
[0048]
[0055] Method 700 outputs an inbound traffic alert at 734 based on determining that the aircraft is on the runway, the aircraft is the own aircraft, and the target traffic meets one or more target traffic alert criteria. In some embodiments, at 736, outputting an inbound traffic alert includes providing one or more of visual, audible, or tactile feedback to an operator of the aircraft. FIG. 6 shows some examples of inbound traffic alerts including a visual notification 316, an audible notification 318, and a tactile feedback 320. In this way, a tablet computing device may alert (one or more) pilots and / or other vehicle operators of inbound traffic.
[0049]
[0056] By providing automated inbound traffic alerts, pilots can respond to surrounding traffic. The alert system can improve situation awareness even in poor visibility conditions (e.g., bad weather, etc.), and can continuously or periodically scan the surrounding traffic of an aircraft even at airports without a control tower or where radar waves cannot reach. As described above, the position data is processed using one or more own aircraft alert criteria and one or more target traffic alert criteria. This enables accurate alerts to be output early enough for the pilot to communicate with the target traffic and / or air traffic controller, or to wait before or leave the runway. This complements human judgment and communication, reduces dependence on human factors, and ensures situation awareness.
[0050]
[0057] 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 can be implemented as a computer application program or service, an application programming interface (API), a library, and / or other computer program products.
[0051]
[0058] FIG. 8 schematically shows a non-limiting embodiment of a computing system 800 that can implement one or more of the methods and processes described above. The computing system 800 is illustrated in a simplified form. The computing system 800 can embody the computing system 102 described above and shown in FIG. 1. The components of the computing system 800 can be included in 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.
[0052]
[0059] The computing system 800 includes a processing circuit 802, a volatile memory 804, and a non-volatile storage device 806. The 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.
[0053]
[0060] 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 can be configured to execute a plurality of instructions. The plurality of instructions can be part of one or more applications, programs, routines, libraries, objects, components, data structures, or other logical constructs. Such a plurality of instructions can 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.
[0054]
[0061] A logical processor may include one or more physical processors configured to execute a plurality of software instructions. Additionally or alternatively, a 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 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 may be 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 within the processing circuit 802.
[0055]
[0062] The non-volatile storage device 806 includes one or more physical devices configured to hold instructions executable by a logical processor for implementing the methods and processes described herein. When such methods and processes are implemented, the state of the non-volatile storage device 806 may be transformed, for example, to hold different data.
[0056]
[0063] The non-volatile memory device 806 includes a removable and / or built-in physical device. The non-volatile storage device 806 may include optical memory, semiconductor memory, and / or magnetic memory, or other mass storage device technologies. The non-volatile storage device 806 may 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 retain a plurality of instructions even when power to the non-volatile storage device 806 is interrupted.
[0057]
[0064] The volatile memory 804 may include a physical device 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 understood 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.
[0058]
[0065] The plurality of aspects of the processing circuit 802, the volatile memory 804, and the non-volatile storage device 806 may be integrated together within one or more hardware logic components. Such hardware logic components may 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).
[0059]
[0066] 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 portions of volatile memory, and this function includes transformation processing that specially configures the processor to execute the function. Thus, a program can be instantiated via processing circuitry 802 that uses portions of volatile memory 804 to execute a plurality of instructions held by 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 items or groups such as executable files, data files, libraries, drivers, scripts, database records, etc.
[0060]
[0067] A display subsystem 808 can be used to present a visual representation of data held by non-volatile storage device 806. This visual representation can take the form of a GUI. The methods and processes described herein modify data held by a non-volatile storage device and thus transform the state of the non-volatile storage device, so the state of display subsystem 808 can also be transformed to visually display the change in the underlying data as well. Display subsystem 808 can include one or more display devices that utilize virtually any kind of technology. Such display devices can be combined with processing circuitry 802, volatile memory 804, and / or non-volatile storage device 806 within a shared housing, or such display devices can be peripheral display devices.
[0061]
[0068] 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.
[0062]
[0069] 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 that are 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, and the like. 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.
[0063]
[0070] Furthermore, the present disclosure includes a plurality of configurations according to the following clauses.
[0064]
[0071] Clause 1. A method for providing an inbound traffic alert in a computing system, the method comprising: receiving, from a position sensor mounted on an aircraft, the position sensor data of the aircraft; receiving position data of target traffic; identifying, based on the position sensor data of the aircraft, the position, speed, and direction of travel of the aircraft; identifying, based on the position data of the target traffic, the position, speed, and direction of travel of the target traffic; determining, based at least on the position of the aircraft, that the aircraft is on a taxiway; determining that the aircraft is the own aircraft; determining that the target traffic meets one or more target traffic alert criteria; and outputting the inbound traffic alert based on determining that the aircraft is on the taxiway, the aircraft is the own aircraft, and the target traffic meets the one or more target traffic alert criteria.
[0065]
[0072] Clause 2. The method according to clause 1, wherein 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.
[0066]
[0073] Clause 3. The method according to clause 1, wherein 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 using the ADS-B data to identify the position of the target traffic.
[0067]
[0074] Clause 4. The method according to clause 1, wherein the target traffic includes another aircraft.
[0068]
[0075] Clause 5. Outputting the inbound traffic alert includes providing the operator of the aircraft with one or more of visual, audible, or tactile feedback, according to the method of clause 1.
[0069]
[0076] Clause 6. Determining that the target traffic meets the one or more target traffic alert criteria includes determining that the target traffic is in the air, according to the method of clause 1.
[0070]
[0077] Clause 7. Determining that the target traffic meets the one or more target traffic alert criteria includes determining that the target traffic is at or above a threshold altitude, according to the method of clause 1.
[0071]
[0078] Clause 8. Determining that the target traffic meets the one or more target traffic alert criteria includes determining that the target traffic is within a threshold altitude range of the aircraft, according to the method of clause 1.
[0072]
[0079] Clause 9. Determining that the target traffic meets the one or more target traffic alert criteria includes determining that the target traffic is within a range of a threshold nose bearing in the runway direction, according to the method of clause 1.
[0073]
[0080] Clause 10. Determining that the target traffic meets the one or more target traffic alert criteria includes determining that the target traffic is within a range of a threshold distance to the start point of the runway, according to the method of clause 1.
[0074]
[0081] Clause 11. The method according to clause 1, wherein determining that the target traffic meets the one or more target traffic alert criteria includes determining that the target traffic has not deviated from the aircraft.
[0075]
[0082] Clause 12. A computing system comprising one or more processors, the one or more processors being configured to: receive aircraft position sensor data from a position sensor mounted on an aircraft; receive position data of target traffic; identify the position, speed, and direction of travel of the aircraft based on the aircraft 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 is on a taxiway based at least on the position of the aircraft; determine that the aircraft is the own aircraft; determine that the target traffic meets one or more target traffic alert criteria; and output an inbound traffic alert based on determining that the aircraft is on the taxiway, the aircraft is the own aircraft, and the target traffic meets the one or more target traffic alert criteria.
[0076]
[0083] Clause 13. The computing system according to clause 12, 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.
[0077]
[0084] Clause 14. 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 identify the position of the target traffic using the ADS-B data. The computing system according to clause 12.
[0078]
[0085] Clause 15. The one or more target traffic alert criteria include a determination that the target traffic is in the air. The computing system according to clause 12.
[0079]
[0086] Clause 16. The one or more target traffic alert criteria include a threshold altitude of the target traffic. The computing system according to clause 12.
[0080]
[0087] Clause 17. The one or more target traffic alert criteria include a determination that the target traffic is within a range of a threshold nose bearing in the runway direction. The computing system of clause 12.
[0081]
[0088] Clause 18. The one or more target traffic alert criteria include a determination that the target traffic is within a range of a threshold distance to the start point of the runway. The computing system of clause 12.
[0082]
[0089] Clause 19. The one or more target traffic alert criteria include a determination that the target traffic has not deviated from the aircraft. The computing system according to clause 12.
[0083]
[0090] Clause 20. A computing system, comprising a GPS sensor mounted on an aircraft, the GPS sensor being 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; determine the position, speed, and direction of travel of the aircraft based on the GPS sensor data of the aircraft; determine the position, speed, and direction of travel of the target traffic using the position data of the target traffic; determine that the aircraft is the own aircraft; determine that the target traffic meets one or more target traffic alert criteria; and output an inbound traffic alert based on a determination that the aircraft is on a taxiway, the aircraft is the own aircraft, and the target traffic meets the one or more target traffic alert criteria.
[0084]
[0091] As used herein, "and / or" is defined as inclusive disjunction, ∨, by the following truth table. TIFF2025102681000002.tif67170
[0085]
[0092] The term "one or more of A or B" as used herein 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, "one or more of A, B, or C" as used herein 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.
[0086]
[0093] The configurations and / or approaches described in this specification are, in essence, exemplary, and it should be understood that these specific embodiments or examples should not be considered in a limiting sense. This is because numerous modifications are possible. The specific routines or methods described in this specification may represent one or more of any number of processing strategies. In this way, the various operations illustrated and / or described may be performed in other orders, concurrently, or omitted, in the order illustrated and / or described. Similarly, the order of the processes described above may be changed.
[0087]
[0094] 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 all other features, functions, operations, and / or characteristics, and any and all equivalents thereof.
Description of Reference Numerals
[0088] 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 206 Threshold Altitude 208 Threshold Descent Rate 210 Glide Path 212 Runway 214 Nose Azimuth 216 Threshold Distance 218 Final Approach Envelope 220 Angle 222 Second Runway 226 Line String Rectangle 228 Inbound Traffic Alert 302 Tablet Computing Device 304 Display 306 Altimeter 308 Airspeed Indicator 310 Nose Azimuth Indicator 312 Course Deviation Indicator 314 Simulated Attitude Indicator 316 Map Data 318 Visual Notification 320 Audible Notification 322A, 322B Vibration 700 Method 702 - 736 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. A method (700) for providing an inbound traffic alert (146) in a computing system (102, 800), comprising: Receiving (702) position sensor data (110) of the aircraft (202, 224) from a position sensor (108) mounted on the aircraft (202, 224); Receiving (706) position data (120) of target traffic; Identifying (712) the position (126), speed (128), and direction of travel (130) of the aircraft (202, 224) based on the position sensor data (110) of the aircraft (202, 224); Identifying (714) the position (134), speed (136), and direction of travel (138) of the target traffic based on the position data (120) of the target traffic; Determining (718) that the aircraft (202, 224) is on a runway (212, 222) based at least on the position (126) of the aircraft (202, 224); Determining (716) that the aircraft (202, 224) is the own aircraft; Determining (720) that the target traffic meets one or more target traffic alert criteria (140); and Outputting (734) the inbound traffic alert (146) based on determining that the aircraft (202, 224) is on the runway (212, 222), the aircraft (202, 224) is the own aircraft, and the target traffic meets the one or more target traffic alert criteria (140).
2. The method (700) according to claim 1, wherein receiving (702) the position sensor data (110) of the aircraft (202, 224) includes receiving (704) 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).
3. Receiving (706) the position data (120) of the target traffic includes receiving (710) ADS-B data (122) from an ADS-B receiver (124) communicatively coupled to the computing system (102, 800), and identifying the position (134) of the target traffic using the ADS-B data (122), the method (700) according to claim 1.
4. The target traffic includes another aircraft (202, 224), the method (700) according to claim 1.
5. Outputting (734) the inbound traffic alert (146) includes providing (736) to an operator of the aircraft (202, 224) one or more of visual (316), audible (318), or tactile feedback (320A, 320B), the method (700) according to claim 1.
6. Determining (720) that the target traffic meets the one or more target traffic alert criteria (140) includes determining (722) that the target traffic is in the air, the method (700) according to claim 1.
7. Determining (720) that the target traffic meets the one or more target traffic alert criteria (140) includes determining (724) that the target traffic is at or above a threshold altitude (206), the method (700) according to claim 1.
8. Determining (720) that the target traffic meets the one or more target traffic alert criteria (140) includes determining (726) that the target traffic is within a threshold altitude range of the aircraft (202, 224), the method (700) according to claim 1.
9. Determining (720) that the target traffic meets the one or more target traffic alert criteria (140) includes determining that the target traffic is within a range of a threshold nose bearing in the runway direction, the method (700) according to claim 1.
10. Determining (720) that the target traffic meets the one or more target traffic alert criteria (140) includes determining that the target traffic is within a threshold distance (216) from the starting point of the runway, the method (700) according to claim 1.
11. Determining (720) that the target traffic meets the one or more target traffic alert criteria (140) includes determining that the target traffic has not deviated from the aircraft (202, 224), the method (700) according to claim 1.
12. A computing system (102, 800) comprising one or more processors, wherein the one or more processors receive position sensor data (110) of the aircraft (202, 224) from a position sensor (108) mounted on the aircraft (202, 224), receive position data (120) of target traffic, identify the position (126), speed (128), and direction of travel (130) of the aircraft (202, 224) based on the position sensor data (110) of the aircraft (202, 224), identify the position (134), speed (136), and direction of travel (138) of the target traffic based on the position data (120) of the target traffic, determine that the aircraft (202, 224) is on a runway (212, 222) based at least on the position (126) of the aircraft (202, 224), determine that the aircraft (202, 224) is the own aircraft, determine that the target traffic meets one or more target traffic alert criteria (140), and output an inbound traffic alert (146) based on determining that the aircraft (202, 224) is on the runway (212, 222), the aircraft (202, 224) is the own aircraft, and the target traffic meets the one or more target traffic alert criteria (140), a computing system (102, 800) configured to perform.
13. The computing system (102, 800) of claim 12, 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).
14. The computing system (102, 800) of claim 12, wherein the position data 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 identify the position (134) of the target traffic using the ADS-B data (122).
15. The computing system (102, 800) of claim 12, wherein the one or more target traffic alert criteria (140) include a determination that the target traffic is airborne.
16. The computing system (102, 800) of claim 12, wherein the one or more target traffic alert criteria (140) include a threshold altitude (206) of the target traffic.
17. The computing system (102, 800) of claim 12, wherein the one or more target traffic alert criteria (140) include a determination that the target traffic is within a range of a threshold nose bearing in the runway direction.
18. The computing system (102, 800) of claim 12, wherein the one or more target traffic alert criteria (140) include a determination that the target traffic is within a range of a threshold distance (216) to the start point of the runway.
19. The computing system (102, 800) of claim 12, wherein the one or more target traffic alert criteria (140) include a determination that the target traffic has not deviated from the aircraft (202, 224).
20. A computing system (102, 800), A GPS sensor (112) mounted on an aircraft (202, 224), the GPS sensor (112) being configured to output GPS sensor data (114). A position data receiver (124, 150) configured to receive position data (120) of target traffic, and Comprising one or more processors, the one or more processors are configured to Receive the GPS sensor data (114) from the GPS sensor (112), Based on the GPS sensor data (114) of the aircraft (202, 224), identify the position (126), speed (128), and direction of travel (130) of the aircraft (202, 224), Using the position data (120) of the target traffic, identify the position (134), speed (136), and direction of travel (138) of the target traffic, Determine that the aircraft (202, 224) is the own aircraft, Determine that the target traffic meets one or more target traffic alert criteria (140), and Based on the determination that the aircraft (202, 224) is on the runway (212, 222), the aircraft (202, 224) is the own aircraft, and the target traffic meets the one or more target traffic alert criteria (140), output an inbound traffic alert (146). A computing system (102, 800) configured to perform the above operations.