CN101033957B - Method and device for predicting high and displaying same - Google Patents
Method and device for predicting high and displaying same Download PDFInfo
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- CN101033957B CN101033957B CN2006101711951A CN200610171195A CN101033957B CN 101033957 B CN101033957 B CN 101033957B CN 2006101711951 A CN2006101711951 A CN 2006101711951A CN 200610171195 A CN200610171195 A CN 200610171195A CN 101033957 B CN101033957 B CN 101033957B
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Abstract
This invention provides a method and its equipment for instructing aircraft the height relative to the obstructions in a terrain detection alarm system. It receives the data and gives instructions including the obstacles terrain, the aircraft's horizontal distance from the terrain, the aircraft altitude and the aircraft flight path. Calculate the projection height of the aircraft on the position of the obstacle by using the above data and produce the final signal based on which display the color signage in screen. The equipment includes not only signal input, which signals are from the measured aircraft height, flight routes and the location, but also instrument input which provide the information of the topography surrounding the aircraft. Besides above, the equipment includes a device which calculates the effective height compared to the terrain by using the above signal, and a screen display which uses the chart to show the results.
Description
The application be that October 11 calendar year 2001, application number are 01820318.3 the applying date, denomination of invention divides an application for the application for a patent for invention of " being used for the method and apparatus that pre-computed altitude shows ".
The application is that the sequence number of on October 10th, 2000 application is 60/239,319, is entitled as the part continuation application of the U.S. Provisional Patent Application of " terrain detection and warning system (TAWS) ", and the mode that this application is quoted in this application in full combines.
Technical field
The present invention relates to avionics, or rather, relate to elevation indicator and terrain detection warning system.
Background technology
The Visual Display indication that the traditional elevation indicator that uses in the terrain detection warning system (TAWS) on the existing aircraft provides to the pilot be highly be higher than the landform of aircraft and with aircraft at a distance of certain distance (being generally aircraft below 2000 ') with interior landform.
With reference to Fig. 1 of prior art, it shows the importance of traditional elevation indicator.Under I kind situation, aircraft 12 is in height X 16 flights along the direction course line.Under II kind situation, aircraft 12 ' is in height X ' 16 ' flight along the direction course line.Under III kind situation, aircraft 12 " at height X ' along direction course line 16 " flight.At last; Under IV kind situation, aircraft 12
is in height X
flight along direction course line 16.Aircraft 12,12 ', 12 " and 12
respectively along the direction course line 16,16 ', 16 " and 16
flight; Therefore; When keeping watch on every airplane, be in the frontal arc (forward arc) at center highly for the barrier 14 of Y will be in corresponding direction course line with traditional airborne elevation indicator.
Begin from studying IV kind situation; As the height Y of barrier 14 during greater than the flying height X
of aircraft 12
, traditional elevation indicator provides optical signal usually.In other words, X
≤Y.If satisfy relevant landforms physical features time-appropraite condition of collision (time-to-impact), also audible alarm can be provided.In all cases; Can come measuring height Y and height X
with radio altimeter, sea level altitude meter or other means; Preferably, two kinds of distances are adopted the measurement means of same type.In this case, optical signal is a red area on the cockpit display normally, for example round dot or square.Speech shown in the figure ' RED ' representative causes occurring the flight voyage that red area shows.With respect to aircraft 12 " center line for, when voyage when being Z and course, will manifest red area corresponding to the direction of barrier 14.
Under III kind situation, in the height Y of barrier 14 is in predetermined elevation buffer zone " D " and with aircraft 12 " height X " have that preset time-when collision concerned, traditional elevation indicator also provided red optical signal usually.During navigation navigation, said elevation buffer zone D generally is 700 ' or 1000 ', and as X "-will give the alarm during Y≤D.As stated, with respect to aircraft 12 " center line for, when voyage when being Z and course, will manifest red area corresponding to the direction of barrier 14.And as stated,, also voice signal can be provided if meet some requirements.
Under II kind situation, the predetermined altitude D that exceeds than height Y as the height X ' of aircraft 12 ' and exceed first again during apart from d1 from barrier 14, traditional elevation indicator generally is to show suitable optical signal.In other words, X '-Y >=D+d1.D1 also is 1000 ' usually.Yet do not think that aircraft 12 ' has left barrier 14 fully this moment, and for this reason, optical signal should be in the warning state.The optical signal of this moment generally is the yellow area on the cockpit display, for example round dot or square region.Therefore, should the zone with ' YELLOW ' indication.As representing, for the center line of aircraft 12 ', when voyage will manifest yellow area when being Z and course corresponding to the direction of barrier 14 with red area.
At last, under I kind situation, when the height X of aircraft 12 not only exceeds elevation buffer zone D and first apart from d1 than the height Y of barrier 14, but also when exceeding d2, traditional elevation indicator generally also shows suitable optical signal.In other words, X-Y >=D+d1+d2.D2 generally also is 1000 '.At this moment can think that aircraft 12 has almost completely left barrier 14,, the optical signal that for this reason on cockpit display, provides generally is a green area, for example round dot or square region.Equally, represent this zone with ' GREEN '.As with red the same with yellow area, for the center line of aircraft 12, when voyage when being Z and course corresponding to the direction of barrier 14 shows green regional.
In higher flying height, will show achromatic region or black region.At this, ' NONE ' shown in the figure just represents should the zone.
Such elevation indicator notices that to reminding the pilot upcoming landform danger obviously is very useful.Yet this system is the key factors such as actual flight route of illustrative aircraft not.So its degree of accuracy is less than desirable degree of accuracy.For example, if aircraft climbs, then above-mentioned elevation indicator of the prior art may be reported by error and red color area occur.Equally, if aircraft is in the higher position but descends, the elevation indicator of above-mentioned prior art may demonstrate a green district, but in fact at this moment should be red color area.
Summary of the invention
The present invention has overcome the defective of above-mentioned prior art.
According to an aspect, the present invention relates to a kind of method of aircraft of in the terrain detection warning system, indicating with respect to obstacle height.The step that this method comprises has: first data that receive indication barrier terrain; Receive second data of indication from the physical features lateral separation of aircraft; Receive the 3rd data of indication aircraft altitude, receive the 4th data of indication flight path, with first to the 4th data computation aircraft in the locational standoff height of barrier; Produce final signal according to the standoff height and first data, and according to the final signal display color cue mark on display screen that produces.
Said method can comprise following one or more embodiment.First data can be the height of barrier.Colored cue mark can be the colored region with color on the display screen, and the color of colored region can be for example red, yellow, green or black.The elevation buffer zone can be zero.Receive the flight path that the 4th data may further include aircraft and resolve into the component that comprises horizontal flight route and vertical flight route.This method may further include: according to the flight path angle of the 4th data computation aircraft that receives; Through in the 3rd data, adding the significant height that a value is calculated aircraft, said adding value equals the product of second data and flight path angle tangent value; When effective height during, produce first alerting signal less than first data and elevation buffer zone sum; The warning of when sending first alerting signal, sounding; When sending first alerting signal; Show the first colored cue mark on corresponding to the display position of second data, when effective height still during apart from sum, produces second alerting signal less than first data, elevation buffer zone and first greater than first data with elevation buffer zone sum; Or when sending second alerting signal, on corresponding to the display position of second data, show the second colored cue mark.
According to a further aspect, the present invention relates to a kind of computer program that is used for the terrain detection warning system with machine readable format.Said program makes to calculate and operates as follows: first data that receive the terrain of indication barrier; Receive second data of indication, receive the 3rd data of indication aircraft altitude, receive the 4th data of indication flight path from the physical features lateral separation of aircraft, with first to the 4th data computation aircraft in the locational standoff height of barrier; Produce final signal according to the standoff height and first data.
According to a further aspect, the present invention relates to a kind of equipment, this equipment can be indicated the height of aircraft with respect to barrier in the terrain detection warning system.Said equipment comprises the first input end that is used for first signal, and said first signal is from the instrument of survey aircraft height; Be used for second input end of secondary signal, said secondary signal is from the instrument of survey aircraft position; The 3rd input end that is used for the 3rd signal, said the 3rd signal is from the instrument that aircraft surrounding terrain physical features information is provided; With the four-input terminal that is used for the 4th signal, said the 4th signal is from the instrument of measuring flight path.This equipment also comprises and utilizes first to show the screen display of result of calculation at least with respect to the device of the significant height of the three input end with chart to the calculated signals aircraft of four-input terminal.
Said equipment can comprise following one or more embodiment.The instrument of survey aircraft height and position can comprise altitude gauge.It can be navigator, for example global positioning system unit that the instrument of aircraft surrounding terrain physical features information and the instrument of survey aircraft flight path are provided.This equipment may further include traditional T AWS elevation indicator and between traditional elevation indicator and the screen display with chart demonstration result of calculation, triggers the device of screen display.First can form at least a portion of parallel data bus line or serial data stream to four-input terminal.
According to a further aspect, the present invention relates to a kind of terrain detection alarm method that is applicable to aircraft.The step that this method comprises has; Collect near the data of the relevant terrain of aircraft; Collect lateral separation and bearing data from the terrain of aircraft; Collect the data of aircraft altitude and flight path, according to the data computation aircraft of aircraft altitude of collecting and flight path in the locational standoff height of each terrain, according to the height of projection, the terrain data of collection and the orientation generation final signal of terrain.This method comprises that further the final signal according to generation shows the colored cue mark relevant with the orientation on display screen.
According to a further aspect, the present invention relates to a kind of method of aircraft of in the terrain detection warning system, indicating with respect to the lateral attitude of barrier.The step that this method comprises has: receive first data of indication barrier with respect to the bearing of aircraft, receive second data of indication barrier from the aircraft lateral separation, receive the 3rd data of indication aircraft flight route.The step that this method further comprises has, with first to the 3rd data computation aircraft with respect to the projection flight path of barrier and on a plurality of points of projection flight path, confirming the flight path of projection and the distance between the barrier.The step that said method comprises also has, and produces final signal according to the distance of confirming, and according to the final signal relevant with the orientation display color cue mark on display screen that produces.
The present invention can comprise following one or more advantage.The present invention can carry out gound-mapping more accurately, and the indication of relevant more reliably the place ahead landform hazardous is provided for the pilot.Why the present invention can provide higher precision, and a part of reason is because considered the for example factors such as flight path angle of aircraft when calculating and display alarm.Therefore, stoped false alarm and having avoided note in the prior art less than danger situation.
Comprise more clearly being familiar with other advantages of the present invention in the explanation of accompanying drawing and claim from below.
Description of drawings
Fig. 1 is the synoptic diagram of aircraft with respect to the various schemes of barrier flight;
Fig. 2 is the synoptic diagram according to the said equipment of embodiments of the invention, and it shows display and button arrangement especially;
Fig. 3 A is the synoptic diagram of aircraft with respect to the various schemes of barrier flight, and it shows according to embodiments of the invention especially, flight path when aircraft has positive flight path angle and the alarm condition that thereupon occurs;
Fig. 3 B is the schematic signature with coordinate axis explanation embodiment of the invention characteristic;
Fig. 4 is the synoptic diagram of aircraft with respect to the various schemes of barrier flight, and it shows according to embodiments of the invention especially, flight path when aircraft has negative flight path angle and the alarm condition that thereupon occurs;
Fig. 5 is the synoptic diagram of aircraft with respect to the various schemes of barrier flight, and it shows according to embodiments of the invention especially, flight path when aircraft has positive crab angle and the alarm condition that thereupon occurs;
Fig. 6 is the process flow diagram according to the said method of the embodiment of the invention; With
Fig. 7 is the block scheme according to the said equipment of the embodiment of the invention.
Embodiment
Referring to Fig. 2, the present invention can comprise the display device 100 of terrain detection shown in the figure (TAWS) system.Display device 100 has adopted screen display 102, and this display can be a disclosed the sort of LCD rear projection screen in the United States Patent (USP) 6259378 (assignee of the present invention has), and the form that said patent is quoted in this article in full combines.Display device 100 further comprises the button and the interface of a plurality of surrounding periphery.
The exemplary layout of display device will be described now.Yet obviously, following specific button and functional layout only are that the present invention is not limited for example.
When pushing trigger button 104, screen display can be changed between profilometer display and relative height display.When pushing pre-computed altitude display (" PRED ") button 106, screen display 102 becomes the PRED display, will be elaborated to it below.
Traffic status the Show Button 108 can make display show near the local air transit situation that aircraft is.When sensor input during from reading that airborne beacon obtains, can use this function, said transponder is worked in the a-n radio range a-n of target aircraft.Supplemental button 110 can show various information, for example, and weather, subsequent use navigator etc.
In order to improve visibility, can utilize optical sensor 120 brightness and contrast of control screen display 102 automatically.Can carry out the outside I/O of data with little USB port 118 by display device 100.As below will more specifying, various data load such as the data of can airfield runway information, terrain data and runway being led the way before use are to display device 100.Need be updated periodically these information, although and additive method and equipment also fall in the scope of the present invention, for above-mentioned purpose can be used little USB port 118.For example, can carry out Data Update through wireless connections.
At last, range finding button 122 can make the display shift-in or shift out, and VUE button 124 can make display change between showing in 360 ° of demonstrations and for example 70 ° frontal arc.It is particularly useful that this selection is exercised its function for button 104,106 and 108.
Usually, in use, the data that display device 100 receptions are relevant with ground trace, transverse path, flight path, flying height, the terrain clearance of aircraft position, aircraft and other data.These data are compared with the storage data that prestore, and said storage data relate near the landform the aircraft, and relate to being in according to selected the place ahead distance of the flight path of projection or near the landform the aircraft in the time.Can regulate desirable the place ahead distance or time through user or system dynamics.For example; Can be with default by leading 10 seconds; Like this, the gound-mapping that system will provide aircraft in next 10 seconds, to arrive according to the flight path of projection, the flight path of said projection is calculated according to data such as comprising heading, air velocity, ground trace.System can regulate the place ahead distance/time according to state of flight.
Landform in this use comprises nature and artificial barrier and physical features.For example, towering buildings, high electric wire tower and mountain range all are the landform of using among this paper.
According to the relation (or projection relation) of aircraft and landform, can show that on display device 100 landform can not show yet.For example, if aircraft will fly into or very near certain landform, then may and/or when satisfying other appropriate condition, produce audible alarm in this landform of demonstration on the display device 100 and remind the user danger to occur obviously.Under the very little situation of some menace, can use yellow demonstration landform and/or produce audible alarm as stated., can use the green landform that shows, and have from aircraft under the situation (at far place below the aircraft flight route or far) of enough distances not under the situation of dangerous relation in aircraft and landform, can not show landform from aircraft for landform.
Referring now to Fig. 3 A, it has provided the synoptic diagram that utilizes embodiment of the invention situation.Particularly, flying height is that the flight path of the aircraft 122 of X will be taken aircraft 122 near the barrier 124 to.Certainly, barrier 124 is actually schematically and can comprises any physical features obviously.Aircraft 122 shown in the figure has three different flight paths: horizontal flight route 126, the flight path 126 ' of rising and the flight path 126 that descends ".Ascending amount or slippage are confirmed by flight path angle α.Clearly, flight path angle α both can be also can be negative value (descend flight path 126 ") on the occasion of (rise, flight path 126 ').Fig. 3 A mainly shows the effect at positive flight path angle.The effect at negative flight path angle is shown among Fig. 4.
In traditional elevation indicator,, will make every flight path, 126 ' and 126 only according to above-mentioned X, Y, d1, d2, Z and D value " the identical demonstration of appearance.Yet, in the present invention, except other characteristics,, also considered flight path angle α in order to show aircraft landform on every side more accurately.
Although those of ordinary skill in the art know said method and can extend to the situation comprise greater or lesser flight range that covers, will confirm following flight range (following examples show four kinds of flight range) according to embodiments of the invention now:
(I) situation of ' redness '
In this case, aircraft 122 is being referred to as on the height of " significant height " and is flying
X
Effectively=X+ δ draws thus:
X
Effectively≤Y+D
X+ δ≤Y+D, wherein δ=Ztan α draws at last
X≤Y+D-δ
Wherein α be record with respect to horizontal line and also when rising be on the occasion of.This flight range is called as that ' PREDICTIVE RED ' (prediction red), it is shown among Fig. 3 A.Shown in above-mentioned formula, the effect of positive δ value is feasible and value Y+D-δ reduces, and this will cause reducing the height that warning red occurs comprehensively.In other words, on the occasion of α, the landform amount that promptly positive flight path angle or propradation make the red area of aircraft comprise is less than previous landform amount, and becomes the landform of " than low height ", therefore no longer shown in red district.
Equally, if aircraft has positive α value, then known ground will definitely unlikely be presented at the red color area of aircraft.As shown in the figure, whole structure is that red color area has been moved amount δ on higher height.
Under any circumstance, on the direction of barrier 124, display screen 102 will show first alerting signal in voyage Z, and for example colored cue mark is like red color area or one group of pixel.With regard to this warning, if satisfy other audible alarm conditions, for example, calculate time of bumping against less than predetermined threshold with terrain, then can be in visual alarm sound and report to the police or remind to the pilot.
When always not supposing the aircraft horizontal flight but projecting on the barrier, when the flying height that will reach, can indicate the threat that causes by barrier 124 more reliably with δ or the value that is equivalent to δ with the calculated value of δ or α prediction aircraft.
Give one example now and explain how to carry out aforementioned calculation.To those skilled in the art, can easily draw how to calculate the instruction of particularly calculating in the face of the situation of other scopes in this group down according to top and following description to other situation.It is 1000 ' barrier that aircraft just flies to from its height of 3 miles 1500 ' height level.The elevation buffer zone is 1000 ', therefore, and when proper conditions, that is, and when X (1500 ')≤Y (1000 ')+D (1000 ')-δ (Ztan α, wherein α is zero (flight path angle α=0) when horizontal flight), with the red color area of display alarm.Yet, if aircraft just climbs with 5 ° flight path angle, formula will for:
Tan5 ° of X≤Y+D-δ≤1000 '+1000 '-3 mile (5280 '/1 mile)
≤2000 '-3 miles (5280 '/1 mile) tan5 °
≤2000’-1386’
≤614’
At this, when X (1500 ') is not less than or equals 614 ', will not satisfy said condition.Therefore, when rising, will on display screen 102, get rid of the condition of exhibit red state, and no longer exhibit red is regional with angle [alpha].
(II) situation of ' yellow '
In this case, aircraft 122 just with:
Y+D-δ＜X＜Y+D+d1-δ
Height flight, wherein identical among the definition of δ and above-mentioned (I).
When X satisfies above-mentioned condition, display screen 102 will show second alerting signal, the for example colored cue mark of yellow area or one group of pixel on the orientation of barrier 124 and in voyage Z.And yellow area only comprises some physical features higher than the physical features that is advanced to green or black region earlier shown in the figure.Particularly, as stated, whole structure is that yellow region moves on to higher height.
(III) situation of ' green '
In this case, aircraft 122 just with:
Y+D+d1-δ≤X
Effectively＜Y+D+d1+d2-δ
Height flight.
Work as X
EffectivelyWhen satisfying above-mentioned condition, display screen 102 will show the 3rd alerting signal, the for example colored cue mark of green area in voyage Z on the orientation of barrier 124.Similar with top situation, green area only comprises some physical features higher than the physical features that is advanced to black region earlier shown in the figure.
(IV) situation of ' black ' or ' achromatic region '
In this case, aircraft 122 just with:
Y+D+d1+d2-δ≤X
Effectively
Height flight.
Work as X
EffectivelyWhen satisfying above-mentioned condition, display screen 102 will show black region in voyage Z on the orientation of barrier 124, perhaps replace and carry out colourless demonstration.Under both of these case, the pilot can not disperse energy because of display.That is to say, for the such physical features of barrier 124, with there not being the danger that collides.
Fig. 4 is illustrated in α and δ (=Ztan α) is under the situation of negative value, carries out confirming of above explanation and scope.At this, negative α makes redness, yellow and green landform border shift to lower height, and this makes the physical features of confirming more likely produce alarm.Under extreme case shown in Figure 4, angle [alpha] makes nearly all landform all fall into red area.
Equally, also can carry out other improvement to this technology.For example, in another kind improves, can use second derivative (derivative) to calculate δ.Particularly, can know from above-mentioned explanation and find out that the speed of hypothesis vertical flight route is constant when calculating δ, that is, the first order derivative in the vertical flight route is a constant.This calculating can adapt to nearly all flight path well; Usually, for less δ value, the speed that can suppose the vertical flight route is constant, in the short sampling time, is constant with respect to the electronic equipment that drives and keep watch on this system at least.Yet in the occasion that is not this situation, considered perhaps is added to the more higher derivative of flight path the second derivative of flight path in the computation process so that estimate X more accurately
EffectivelyMutual relationship with surrounding terrain.
In another kind improved, available multiple elevation indicator showed the voyage as the function of time rather than distance function better.In other words, the voyage of demonstration is not for example 10 miles, but shows for example 3 minutes voyage, or 10 miles needed times of aircraft navigation (in this example), or like that.
In this case, through just accomplishing aforementioned calculation divided by speed or speed component with suitable distance.For example, the time T relevant with voyage Z
ZBe with laterally, remove towards the non-perpendicular speed component of specific obstacle direction promptly that the voyage Z of front obtains.Equally, with ascending amount or the relevant time T δ of slippage δ, be vertical component V with speed
⊥Remove that the δ of front obtains.
In the figure, will adopt following formula (T
AircraftBe in projection (incidence) before the barrier, the obtainable time of aircraft and pilot):
Situation when (I) red
T
Aircraft≤(Y+D-δ)/v
⊥
Situation when (II) yellow
(Y+D-δ)/v
⊥≤T
Aircraft≤(Y+D+d
1δ)/v
⊥
Situation when (III) green
In this case, aircraft 122
(Y+D+d
1-δ)/v
⊥≤T
Aircraft≤(Y+D+d
1+ d
2-δ)/v
⊥
Height flight
(IV) situation when black or achromatic region
(Y+D+d
1+ d
2-δ)/v
⊥≤T
Aircraft
With reference to Fig. 5, in another kind improves, can also computer azimuth angle or crab angle Φ (can also referring to Fig. 3 B).Particularly, making the variable quantity of vector at the crab angle Φ of this regulation aircraft is Φ.The rate of change of vector is d Φ/dt equally.With above-mentioned similar situation under, can use crab angle Φ to calculate the landform that aircraft is faced more accurately.
With reference to Fig. 5, aircraft 134 132 flights along flight path 136 towards barrier at first.Can be with defining horizontal red, yellow, green and black region with the similar mode of above-mentioned vertical area, and these districts are shown in the bottom of figure.After with respect to flight path 123 deflection Φ, colored region will squint.In this case, barrier 132 be retained in red color area but this red color area much smaller than previous scope.
The calculating that realizes display offset is same as described above.Yet, in this case, through multiply by the horizontal δ ' that includes calculating in that amount of yaw Φ can calculate becomes first rank with voyage Z.Equally, when using more high-order calculating, can calculate transverse velocity through multiply by yaw rate d Φ/dt with voyage Z as first rank.
In an embodiment of these calculating, can along the series of points on the flight path confirm between the flight path of barrier and projection apart from △, and be that the basis draws final signal with this distance.If distance less than predetermined amount, then can show the alerting signal relevant with the barrier direction with red area.
Certainly, during the non-zero driftage, when aircraft redirects its system, can accomplish same calculating automatically through the sensor of having imported related data.Yet; Through importing the mask data (separate data) that is fit to crab angle; Resident software can be than waiting for the GPS information of update displayed automatically quickly, and when changing in the course of aircraft, through changing from the data of the sensor input database data that Updates Information.
Obviously, no matter aircraft is tilted to the left or is tilted to the right, that is, no matter still negative bias boat occurs just going off course, aforementioned calculation all is identical with analyzing.Equally, although for the sake of clarity not shown in Fig. 5, yellow, green and black region appears at the aircraft right side.
Owing to can not expect that usually it is a constant that amount of yaw resembles the flight path angle, so computation process complicacy more will be than top calculatings δ the time.Yet,, still can utilize and should technology avoid some barrier through warning at least if barrier does not obviously constitute danger because of the bright driftage of the non-zero of aircraft.
With reference to Fig. 6, it shows the process flow diagram that embodies the inventive method.Shown in figure, start said method (step 202), the data (step 216) at the relevant flight path angle of rising or descending of sensor measurement.Certainly, under modal situation, said data can be represented horizontal flight well.System receives these data (step 204) then.Then from height sensor, for example altitude gauge receives altitude information (step 218) (step 206).Calculate X thereupon
Effectively, that is, aircraft is in the significant height of subpoint or the significant height of predicting at each voyage point Z (step 208).
Before calculating, among or afterwards, can receive a plurality of data or the individual data relevant with known landform.Using airmanship, when for example GPS, or other technologies measured, the position through aircraft can obtain a part of first data (step 214).In this way, can with aircraft position and height with receive from database or the known physical features that obtains of tabling look-up compare (step 212).In other words, can be with the landform of locality and aerial flight (step 220) the cromogram (step 222) (step 224) of highly comparing to obtain on display screen 102, showing to the pilot.
Certainly, should be noted that and to carry out and the above-mentioned different step of definite sequence of giving.For example, the step of calculating δ can directly be carried out after step 204 and 206.Equally, step 204 and 206 can be undertaken by the top order that provides, and also can be undertaken by opposite order.
Should be noted that said apparatus needs not to be isolated plant.Altitude gauge can be the height sensor or the ammeter of radio altimeter, analog altimeter, GPS or any other type, needs only its effectively survey aircraft height, and the 3rd data of promptly calculating usefulness are just passable.In addition, with GPS or other this type sensor determinations the time, the calculating of δ can comprise the calculating of carrying out with the aircraft flight route that records, i.e. the calculating carried out of the 4th data.
Can pass through said method, and carry out calculation procedure 208,220 and 222 by above-mentioned various improvement.That is to say, climb or the flight path angle that descends only is a factor will considering, also can consider the more derivative of high-order, and crab angle and derivative thereof.
Referring to Fig. 7, the System planes figure of system according to the invention has been adopted in its expression.Particularly, pre-computed altitude display 100 can receive from the input data of the instrument output of compass effect for example of altitude gauge 302, navigator 304 and direction sensor 312 at least at input/output interface 310.Mainly show input/output end port 310 among the figure.From the output of single assembly or composite set, can derive first to the 4th input signal respectively, that is, and the height of the height of aircraft, the position of aircraft, barrier and the flight path of position and aircraft.First to the 4th input signal can also further be imported through input/output end port 310 inputs or as a part of serial data stream through the parallel data bus of at least a portion.
Through the known aircraft position will be for example measured by GPS with table look-up or aircraft that searching database 311 obtains near physical features compare, can draw the position of landform.
Then, calculate the flight path V that measures aircraft by the circuit in the above-mentioned multiple arrangement or software or a plurality of autonomous device.For example, also can use a plurality of altitude gauges to measure the vertical component (v of flight path
⊥), or shown in Fig. 3 B, when component when being height measurements with respect to the first order derivative of time, the flight path component of measured X 3 directions.And, can also use various navigator, the horizontal flight route is measured in for example specific GPS unit; Promptly; Component X1 shown in Fig. 3 B and X2's is vector superposed, if perhaps because of calculating needs, measure the component of horizontal flight route on the specific obstacle direction.
Can with the direction of compass 312 survey aircrafts with carry out orientation demonstration.Certainly, if the given particular measurement time as known quantity, then can come the survey aircraft direction with navigator 304 or different devices.As what from above-mentioned instruction, can obviously draw,, also can record these parameters in the outside of these subsystems although the flight path measurement shown in Fig. 5 is accomplished by altitude gauge 302 and navigator 304.
As stated, can realize the embodiment of the method for the invention with flight path component and aircraft position component.Can calculate or produce indication aircraft significant height X equally
EffectivelyFinal signal, said significant height is meant on the barrier position or is in the significant height on any point in the screen display zone really, is also referred to as standoff height at this.Derive the suitable color pixel array that on screen display, shows with final signal then to the pilot.
Above-mentionedly be used to carry out that method and apparatus that pre-computed altitude shows is directed against is specific embodiment of the present invention.Although above-mentioned explanation can realize the object of the invention; But it has only represented the relative broad range of the present invention's expection; To those skilled in the art; Will be appreciated that and maybe can know or maybe can become obviously and it should be apparent that also have a large amount of and the foregoing description various embodiment, these various embodiment also all fall in the relative broad range of the present invention.For example, although top radian with frontal arc is confirmed as 70 °, also can use other preceding arc angle.In addition, although the top finite value of describing the elevation buffer zone, in some cases, the elevation buffer zone also can equal zero.Although in specifying, used term " computing machine ", need be with moving said program or method by the computing machine of microprocessor driven in general sense.Can move said program or method with more limited chip design or circuit, and because standard aviation electronics device is very favourable to limited space, so preferred above-mentioned limited chip design or circuit.Therefore, scope of the present invention is only limited appended claim and the equivalent thereof in back.In these claims, only if clear and definite explanation is arranged, otherwise the element of representing with odd number does not also mean that it is " one and only one ".But mean " one or more ".In this application with the form of quoting combined with the above-mentioned known to those skilled in the art preferred embodiment that maybe will know in all 26S Proteasome Structure and Functions and these 26S Proteasome Structure and Functions of element equivalence will be included in claims.In addition, owing to comprised all problems to be solved in claims of the present invention, do not need to discuss again approach to equipment of the present invention and method each problem to be solved and each problem of solution.In addition, no matter in claim, whether element of the present invention, device or method step have been done to offer some clarification on, all do not mean that and will element of the present invention, device or method step be offered to the public.Only if with term " be used for ... device " clearly indicate certain element, otherwise, according to the regulation of 35U.S.C § § 112,116, can think that this element is not the element of claimed among the application.
Claims (1)
1. in the terrain detection warning system, indicate the device of aircraft with respect to obstacle height for one kind, said device comprises:
Receive the device of first data of indication barrier physical features;
Receive the device of second data of the liftoff gesture lateral separation of indication aircraft;
Receive the device of the 3rd data of indication aircraft altitude;
Receive the device of the 4th data of indication aircraft flight route;
With first to the 4th data computation aircraft at the locational standoff height of barrier, i.e. the significant height X of aircraft
EffectivelyDevice;
According to standoff height and first data produce final signal device and
According to the device of the final signal display color cue mark on display screen that produces,
Wherein, the device of the signal that said generation is final is confirmed following relational expression, i.e. X≤Y+D-δ; Or Y+D-δ＜X＜Y+D+d
1-δ; Or Y+D+d
1-δ≤X
Effectively＜Y+D+d
1+ d
2-δ; Or Y+D+d
1+ d
2-δ≤X
Effectively, said each relational expression representes that respectively aircraft is in different scopes, and the device of said display color cue mark exhibit red, yellow, green and black on display screen, wherein X, Y, D, d respectively
1, d
2, δ representes aircraft altitude, obstacle height, predetermined elevation buffer zone distance, first distance, second distance respectively, count the height displacement amount of nonlevel flight route.
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|---|---|---|---|
| CN2006101711951A CN101033957B (en) | 2001-10-11 | 2001-10-11 | Method and device for predicting high and displaying same |
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| Application Number | Priority Date | Filing Date | Title |
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| CN2006101711951A CN101033957B (en) | 2001-10-11 | 2001-10-11 | Method and device for predicting high and displaying same |
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|---|---|---|---|
| CNB018203183A Division CN1299179C (en) | 2001-10-11 | 2001-10-11 | Method and apparatus for predictive altitude display |
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| CN101033957B true CN101033957B (en) | 2012-01-04 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN101527089B (en) * | 2009-04-01 | 2011-07-20 | 四川九洲电器集团有限责任公司 | Topographic data based ground proximity method and system thereof |
| CN102163060B (en) * | 2010-11-26 | 2013-05-08 | 四川大学 | Early warning method for collision avoidance of helicopter in training flight |
| US9007255B2 (en) * | 2012-09-07 | 2015-04-14 | The Boeing Company | Display of information related to a detected radar signal |
| CN102837824B (en) * | 2012-09-21 | 2015-05-06 | 中国航空无线电电子研究所 | Dampening control device of overwater flight aircraft and method of dampening control device |
| CN104097783A (en) * | 2013-04-03 | 2014-10-15 | 上海航空电器有限公司 | Offshore mode warning method for ground proximity warning system |
| CN103413464B (en) * | 2013-08-22 | 2015-09-16 | 南京莱斯信息技术股份有限公司 | A kind of landform perception and warning system and wherein alarm calculate and export the method controlled |
| CN114202967B (en) * | 2021-12-22 | 2023-02-24 | 中国商用飞机有限责任公司 | TCAS avoidance method and system suitable for crowded airspace and display and alarm mechanism thereof |
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| US4646244A (en) * | 1984-02-02 | 1987-02-24 | Sundstrand Data Control, Inc. | Terrain advisory system |
| CN1222983A (en) * | 1996-06-07 | 1999-07-14 | 塞克斯丹航空电子公司 | Method for controlling aerodyne for vertical avoidance of a zone |
| US6021374A (en) * | 1997-10-09 | 2000-02-01 | Mcdonnell Douglas Corporation | Stand alone terrain conflict detector and operating methods therefor |
| CN1279393A (en) * | 1999-07-02 | 2001-01-10 | 贾敏忠 | Route planning, terrain evading and fly environment warming system for general-purpose aviation |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4646244A (en) * | 1984-02-02 | 1987-02-24 | Sundstrand Data Control, Inc. | Terrain advisory system |
| CN1222983A (en) * | 1996-06-07 | 1999-07-14 | 塞克斯丹航空电子公司 | Method for controlling aerodyne for vertical avoidance of a zone |
| US6021374A (en) * | 1997-10-09 | 2000-02-01 | Mcdonnell Douglas Corporation | Stand alone terrain conflict detector and operating methods therefor |
| CN1279393A (en) * | 1999-07-02 | 2001-01-10 | 贾敏忠 | Route planning, terrain evading and fly environment warming system for general-purpose aviation |
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| CN101033957A (en) | 2007-09-12 |
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