DE2009345C3 - Control system for aircraft - Google Patents

Description

The invention relates to a control system for aircraft in which the beam of rays causes a flight Define the corridor as well as flight and taxiways, using near the flight and taxiway ci arranged radiation generating devices, di

flat bundles of rays directed towards the flight corridor - however, if one does not have a relatively large

del generate in a pattern that is willing to accept in terms of transparency, relatively high. Since in

flying from an aircraft; for the determination of the rest also in the case of the known known last viewed

whose flight is concerned, the airspeed, system radioactive radiation sources are used

Flight altitude and attitude comprehensive information in the 5 den, also come here in connection with the

Aircraft are used. previously considered known system shown

There is already a glideslope approach system for long difficulties.

dende aircraft known (US-PS 34 03 254), when there is also a blind landing process for Luftfahrdem mainly a device is used, testify with stationary lighting devices entdic A flight corridor along the approach lane and the runway is known from sources of radiation testifies. The radiation source !! are at a distance (DT-AS 12 09 440), according to which the Befeuerungseinvoncinandcr on opposite sides of a direction as light sources ultrared emitters or Approach area provided to use a range of gamma or X-ray tracers. It is intersecting rays along a given in such a way that with poor visibility glideslope to build. In this case, the approach lane and the runway must be »5 in flight conditions Conceivable facilities must be attached to the direction through shielded, transportable gamma- or which are fired on opposite sides of the X-ray sources in question, the Fluczeuges located radiation sources within radiation steadily or pulsed in a in Landedes ^ radiation corridor Centrally symmetrical strah'.en plane oriented in the vertical and horizontal direction ascertain. The 2 ° bundle for these facilities runs with a lateral intensity gradient, Required acoustical effort is thereby the radiation and the intensity ratio high. gradient in the aircraft through radiation detection

A navigation system is also known (US devices recorded and evaluated. This PS 34 03 255), but which methods known from radiation pathways are based on the methods used. Two different types of ² 5 if necessary, to be used only in place carry-Strahlungsqucllrn each gic proposed a single deficiency the radiation sources to be measured with respect to the recoverable-Strahlcnbündel with different Slrahlungsener- Hären accuracies for the individual. The two radiation sources are equally large. Moreover, this known expiry for the delivery of a route display does not readily allow an exact location to be determined. Even with this known navigation system 3 ° mung of the respective aircraft, for. B. related to a glide slope display is obtained that a landing and take-off runway, a detector system is used within a flight path, which carry out the Rieh-, in which the beam emitted from the intended radiation to the radiation sources on the ground can be determined lungsqucllcn allowed to determine. Accordingly are.

In this case, too, a detection system must be used. After all, it is also a blind landing system aircraft containing torsystcm the radiation of known ("VDI Nachrichten", No. 43, October 1967, record both radiation sources. In this p. 4), with individual detectors on the ground The connection must still be taken into account that the are arranged, each only a narrow air radioactive Disintegration of the space segment used as radiation sources only a few inches wide at heights Monitor the radioactive substances in the affected area from 40 to several hundred meters. Included Known system with certain difficulties, the monitored airspace segment has the brings. If due to radiation intensity - shape of a fan. The detectors in question measurements that refer to the known light in question either to visible light or to System are made, a positional beslim infrared radiation. They each then give one This is because corrections must be made with regard to the output pulse if this is monitored by you of the radioactive decay of the radioactive substances to the airspace segment flown through by a missile Time of fly-through of the corresponding will. The impulses obtained in this way are Glide path are taken into account, based on the supplied to a ground station, which is based on the of the different types of radiation sources, impulses determine the airspeed, the flight entrainment different rates of decay. It 50 determines the altitude and course of the missile although possible, the radiation intensity is thereby permitted. This means that the concerned to keep constant, that the thickness of the container ends of the known blind landing system but by quickly shielding with regard to the radiation intensity system that can only be used by ground stations, adjusts accordingly. However, this means becoming information in the flight object itself additional effort. 55 regarding the airspeed, altitude around

It is also desirable to have an airborne position display system with respect to the flight course, so this is possible

vehicles known (US-PS 29 92 330), in which one of the known blind landing system in question is single

Position information in relation to any one via the detour via the respective ground station

The correct trajectory depends on the latitude and which can determine this information. Dam

Shape of the beam used. But any radiation ^6o liable this known blind landing system de

lungsquellc emits a single beam, the disadvantage that it is relatively cumbersome

the peculiarity is that the first two is also in the case of the known Blijic in question

Radiation sources provide the same information. To landing system the disadvantage that the distances between

some information from the bundles of rays to the individual detel placed on the floor

received, it is necessary to precisely measure the width of each gate, which has a decisive influence on d ^:

to measure possible bundles of rays, that of any particular flight speed, flight altitude and

a given trajectory is cut. The flight course determined in each case. This means there

The required circuitry effort is relatively minor changes to the opposite

lateral distances of the detectors to measurement errors according to a further expedient embodiment. Finally, in the case of the relevant device of the invention, the known blind landing systems are also disadvantageous in that devices on one or both cables of the flight can be controlled by a different detector by covering a single detector, its corridor, the runway and the roll function. 5 lanes each arranged lying in a line. Hiertor is taken over, which results in the advantage of a particularly incorrect information can be obtained very considerable.
Yet another disadvantage is that it is only suitable for the use of rays in the visible range and in accordance with the invention the system in question is relatively sharply restricted in an increasingly shorter direction; fog, smoke or bad white. As a result, it can easily happen that the relevant part, that a known country system providing information in a relatively simple manner, fails completely. i _S regarding the distance of the respective aviation

The invention is based on the object of providing a piece of equipment from or to the runway

Way to show how with relatively little circuit can be determined

technical and constructive effort in a still further expedient AusLuftfahrzeug its flight-related information itself design of the invention are devices proceeding relatively high accuracy are determined 20 see that of two radiation generating devices gen a pair of non-diverging parallel flats

The problem outlined above is achieved, generating beams which are directed in the direction of the

be, a control system of the type mentioned at the beginning, er trajectories are answered one after the other and aW

according to the invention in that each radiation ore is the relative distance between the divi-ie-

gungseinchtung a group of under certain, 5 render, sirahlen bundles and a certain pair

the diverging collimated flat bundles of rays running through each other

emits that the by different radiation del along any particular flow path in the

groups of flight corridors given to the generation facilities as a display size of the height of the affected

Bundles of rays each come up through a certain grain trajectory. This results

combination of narrow and wide bundles of rays! 30 has the advantage that the

formed s, nd that from the respective radiation height of the respective air vehicle

generating devices between the to each can. »'» «" N ^ uy, neumrm

fipn-r-iR _o ; "" 1 ■.

Beam bundles at least one additional guide beam sf, Hu ZIr Fr "! T f ' ^{eck Maßli?} Cn ^"

as a reference ray for the relevant ray bundles 35 aKumÄT '* ^J "ί". "?" T ^ "^

and that taking into account de SÄ ladt S ^ hfT * ^^ f " ^ fS?

when flying through the space between a single beam, a cover

two bundles of rays each from a group of beam- RugÄcS unl 'π R Ύ ™ Ύ ^CCWUnSChtCn

Bundling them with the help of a group in the aircraft 'rahSenS * Γ

arranged detector measured time span, de? 40 bundles of penalties ΐϊΐ - ^

between the relevant bundles of rays in front of Flunbahr ^ run · T- "

those angle which the respective group of ray bundles Hn ^ ",

! ^ bundle forming combination 'of narrow bSoS ^ on 5 _a ' s ers ,? V ™haben ^ ^ T ^ Ά t

and broad bundles of rays and the with the help of in HeX _re f? / J «cf ^U " ^d f ^WC _r ' ^{tC St} ™ hlcnbimdcl in

The invention brings the advantage of being able to at ^ T ^ f "'^ ^ ^WinkcIlapC

in a relatively simple way in the respective Ί uft 50 cinHchÄ

vehicle information relating to its flight! as the Saß ΐ f _re lSS Ä ^ ^ ^ l ^ t Flhidikit Flhöh d Fll

applicable information! wie die Saß ΐ f _re lSS Ä ^ -

Airspeed. Altitude and altitude. at and abso uc Z , ■ Ύ ^ώ ° ^au ^
lt hh Gikit il dt ^^^^^^^ '"

ggg. ge and Fluglaee. at and

relatively high accuracy can be determined. three

According to an expedient embodiment of the r, _fm ^ ",

Invention are additional cooling systems ₅₅ ΜώΪΓΑΓ ¹ ? -conventional specification-

directions on the side or in an imaginary gungsefnrthtun '' ΐ ηπ ^ ιηΓη '^ "' f ^ S

Plane arranged along a desired trajectory of a pair doesn’t. , ⁿ . ^ncnu ' ⁿ S ^en ™ ^r ,, V "·

and form beacon patterns. the largely the tcr flat str h ^d £ - ^cr f ^iercnd "parallel collimicr-

Beacon patterns correspond to the _G e fen di _cs F "Äun ' ^ ⁰ ^ ^icme l ^ T'

called radiation generating equipment 60 F ₁ LbZ «ήΤΪ, ϊ h" ^ '^ ⁷ " ^d " e ^cwun5 i ^chtcn

are, and furthermore the additional rays are half of the η ÄZt ™ ι * ΐ T'ÄT ΤΓ

η ff T

emit diverging bundles of rays, which transversely to bundle "durchaue""1 ^m ? ^ _a ^d ^] ^

the desired trajectory and under certain d ekei des bctrcfLri If ". ⁽ '

At angles with respect to the ground. Here- 6 ₅ uferd, ren eSibi s? Ch "d VT ^ 5 _f ,?.,

this results in the advantage of a particularly safe and simple one: Weife dir Γ η "" ^ vf "f '

Possibility of determining the flight of the respective- li ^ cn 1 uftfaWcuS £ Τ ^? ? ΓΊ '^ "

national aircraft-related information. According to ei £ r ^b u ^{correct we kaim}

^{fc b} ».> i may have yet another expedient outcome

11 12

According to the invention, the beam bending device contains a group of three divcrgierendel one by its absolute and relative latitude along the beam !! starting that in a particular a flight path fixed coded information about plane along a predetermined flight path parallel to her mutual absolute and relative distance, run from one another, furthermore, with constant basic and also the speed and direction of flight of an aircraft through the bundle of rays an aircraft moving through with the help of a Slrah- when the beam of rays flies through along a lungsdetcktors and a decoder able to determine the predetermined trajectory of the quotient from the incident Determine or decode information between the first and the second beam and information by Zeitelcmenle about gel and the distance between the second and win that the spacings and widths of the beam io third beam are largely the same and bundle of signals both for landing and for take-off as information about the possibly one bypassing correspond, namely in a flight corridor leren reference level representing the height of the relevant and along a runway and an aircraft can be pulled up along the runway. This has the advantage that that of the quotient of the corresponding beam bundle the absolute and relative width of the Leitstrah- 15 del in the next group of bundles of rays one ! en special information corresponding to the respective air- new altitude for the relevant reference level vehicle can be transmitted. according to a desired change in the flight corridor yet another expedient reference level can be achieved along the flight corridor, and design of the invention contain the groups colliding is finally the relationship between the named The diverging bundle of rays has two flat quotients and the reference levels for an aviation collimation divergent bundles of rays that are in a gear as well as for a particular flight in view horizontal plane and transversely to a specified landing and take-off processes individually definable, Trajectories run parallel to each other, with the and through such a specific setting Distance between the bundles of rays in the flight one contained in the respective aircraft direction proportional to the height with respect to the 25 electronic decoders that the reference level the Height of the respective radiation generating device, desired trajectory level in the respective flight is, and besides is after noticing the pose of a. This has the advantage that on Aircraft for traversing the by the particularly simple way guidance information for Landing and take-off processes required by the respective aviation Zcitspannc in the given area the height can be provided for a landing or take-off device.

Process by multiplying the time in question - according to yet another expedient stretch with the basic speed and one of the design of the invention which run to one each the angle between the two mentioned rays - group of rays !! belonging three bundles of rays dependent constant factor determinable. len bundle parallel in a horizontal plane. Through this there is the advantage that on relatively 35 by it is possible, advantageously, on becinfachc Way the altitude of the respective aircraft special easy way to a group of During a landing or take-off process, it is determined that the beam bundles belonging to the beam bundles are to be grounded can. witness.

According to yet another expedient configuration of the invention, each group 4 ° design of the invention designate the mentioned A third bundle of rays emerges from the bundles of rays. Quotients the levels above and below the soft in a horizontal plane below any level at which the aircraft preferred Should fly at an angle to the two named rays. This has the advantage bundle runs, furthermore, the relative distance is a particularly simple way of guiding between the two mentioned bundles of rays and an aircraft on a certain flight such as between the additional beam and path.

According to a further expedient aspect of the trajectory for displaying the lateral position of the invention, the quotients from the borrowed angular position of the trajectory, based on the distances between the corresponding bundles of radiation, of the respective radiation generating device, can be used, and Finally, a determination of the newspapers for any flight path within the span of the crossing of the routes between flight corridors is largely the same, and furthermore they are the beam by means of a detector which is used to supply information about the distance along a certain flight path is the constant of an aircraft flying perpendicular to flight paths containing vertical beam bundle or guide beam or zv th, the lateral angular position of the relevant De- a threshold of the runway or any tector with respect to the respective radiation generator, another reference point in the flight corridor, can be determined, the height of the radiation source approaching the runway and taxiway together with the visible. This makes it possible to determine the height of the aircraft in a relatively simple manner. Information about the distance from an absolute position of the aircraft can be used. Beams running perpendicular to flight paths This has the advantage that the angular position of the flight path can be easily determined on a probe or to a threshold of the take-off and landing. to be able to specify paths or any other reference point ii related to the respective radiation trajectory in the flight corridor,
direction and altitude of the respective aircraft, 65 can be determined according to yet another expedient approach. design of the invention are corresponding quo. According to yet another expedient design for the delivery of information in the air design of the invention, each radiation vehicle can be used over the following sizes:

a) The height of the AufstelluPüsones of the respective Punitive alunsserzeusims ^ ru-ichiunE in relation to DieHiihcderSiir «- ~ dndLar, d £ bLhn. "

b) the lateral displacement de «. Site of the respective SirahlunEserzeugunEereinrichiune S in relation to the Mineipunki below the Trajectories,

c) the number of the landing corridor. the runway and the taxiway.

d) the radius of curvature and the direction of ^ Kriimmune of Eekrümmten Annuebannen.

ε) Obstacle viewing characteristics.

This gives * the advantage that on besenders easily determined information about the aforementioned variables in the aircraft can be. *

According to yet another expedient stewardship the invention is in the respective Aircraft on the inclusion of information about the distances to a reference point of two different, perpendicular \ -verticals Beams from the * "time span of traversal the distance between these bundles of rays is measured and from this the mean basic speed wedge of the aircraft concerned. Through this The advantage of a particularly simple possibility of determining the basic speed arises of the respective L ui: iahrzeuES.

According to a further advantageous embodiment of the invention, each group of collimating diverging bundles of rays has a first and a second flat, collimating, diverging bundle of rays. Furthermore, the two losing beams of the respective group of beams are placed in such a way that they run "parallel" in a certain plane, with a known basic speed of the respective aircraft along a selected trajectory dfe time span of the crossing of the first and second beams! proportional to the distance is of a by the * ^D radiation generating means and parallel to the specific plane extending plane to the respective location of the Flugbahnelcrnents the trajectory between the two diverging StrahJenbündeln, and finally is in the aircraft as * s crossing and detecting the StrLhlenbündel respective one of the named distance can be determined. This results in the advantage that the length of the flight path covered by the respective aircraft can be specified in a relatively simple manner. """""

According to yet another useful embodiment of the invention, the masking devices change the opening angle of certain beam bundles in discrete λλ'εηεη along a flight path to identify the relevant beam bundles! and for information coding. This allows in an advantageous \ ^ ^; Otherwise, information regarding the beam and thus any reference point can be transmitted particularly easily to the respective Luh vehicle.

According to a still further advantageous embodiment of the invention, additional bundles of rays are provided, each in a reference position to at least two specific bundles of rays, which are set so that the relative distances between each of these additional bundles of rays and two of the named bundles of rays! the uleiche Grout along all paths flash ::. ■ _. - _ also is uriicr hrhohungUci / .uven ^ g.-t:!. l: - Cr.dierungsidentifi / .itrung una der Dc-eoüitrung · "-. ·: Iniormaiian in the respective Kunidn ^ ug υ ^ π flies on a Hugbunn inn. !! iu; o -rv. '/ -l -'- ^ "; - dors as well as au! der Start- una Lan ^ oihb ouc; κυ :, bahn each ;, der zubat / lichen yrardenuunue, >λ> y.- to«:, - or Hrkemmngbier .Mryh, in reference au! C:, · both of the above-mentioned bundles of rays of the oes .. ^ · -. Bundles of rays in the cores (juip ^ n><■ !, v: -.- bundles of rays can be used. Hiciuurcn ibt au . r-es -.-_ ·.: ■ simple way to-.erla ^ rx-it aer ..ou.er-r.tv-identification and the inlunnauonväe. .- ^ runa ■ -.:- increases.

According to a still further development of the invention, the penou ^ cn ι, :: ν r, -and subsequent groups ^ nr-uliirnertyn St ^ :: .-: -: .- bundein and dab SühliicübunociHUiilcr Ck ^ j-. p-. ·; -. of bundles of rays:! for a thoughtful. .-, usll · - '. ^ along the trajectories .111 e.ner at, ¹ : ιΜ' / λ:. l.:v ■ _; - increased reliability with hi'iüchthc. ': oer Ο _, - λ: ■ _- ■ _ ■ -_- information urvi hiiiiiciühdi üer L> ccoj: -. ru'L · C- .: Information in an I.ultlain / xcjj Ο ':! ·· s ./.:·:- along a J-'iug path in the: J-Jugr; .orr; ü'jr v. · «: l_: the" start - and runway and Hoüoahr: bv. i-i '·; ·: - and take-off processes use s: ch bruigtncen J; ·. ■: =; ·. ii; -ordi.el. Hicrdurd) results in bidi oti \ orU ;: :. -i. '. i .: a relatively simple way of the / uverja;:! jJgKt'H üt; ■ .-.:' :: - mation coding and decoding erhun! y> \.

According to Liner still v, tiieien /v.ccf^ic!:.'^.- V.vfiguration of the connection werüen! Ur c . tn - £ -.- lungsqutllen given (ianirr ^ irah; en \ ι -ν, tr _; c ^. This makes tine relative <.; niaerie Seiet ·· .- '- ;: bundles of rays and LeilMraiilen from ancenr. s: : ir.- len made possible.

According to an even further ", η / ν, eck rna ;;: ti: design of the J-ri'mdung ¹ Ur c: t S'-tr,.: - bundles and light rays \ on Runigenvtrah urg-: ·: - directions given Ron'.gens'.ranier;vfrAc-rx;·; · .. This is another Moghchi.t ;: jLescr.t.ni- :. the bundles of rays and guide rods \ ov. to be able to select ar, d;: e rays in a simple way

According to yet another purpose-built configuration of the invention are used for the strands, bundles and the Leitsirahlen l / hravwlc-.tstrahieri -.used. This results in a particularly low: constructive effort for the SijcihiungstrztUL-jrgseinrichtungen.

According to yet another useful embodiment of the invention are for the beam and the guide rays use visible rays. This also results in the advantage of a particularly low design effort? the radiation generating devices.

According to yet another useful embodiment According to the invention, d> c bundles of rays and the oil rays inirarotstrahiiTi are used. Thereby it is in bold NHe; s-: · nögüch. with relatively little construction effort Sirahlungscrzeugungseinchtungtn also with relative bad bet in particular- bfi Ne'riii. ^ ervenden to be able to.

According to yet another useful embodiment of the invention, radio waves lying in the microwave area are preferably used for the beam bundles and the guide beams. In this way, re.'at ^ e ^; r: -

/ fo

multiple circuit arrangements for the radiation generating devices use.

According to yet another expedient embodiment of the invention, we.den for the bundle of rays and the Leitstiahlen uses different types of radiation in different areas, which run parallel and along the respective area, and furthermore, with the help of a detector, who is able to differentiate between the different types of radiation and to determine them separately, corresponding signals from the various bundles of rays are determined separately. This results in the advantage that rays that correspond to the respective needs in a simple manner radiation generating devices emitting different types of radiation can be used.

According to yet another advantageous embodiment of the invention, for the beam and the guide beams use different radiations in different system areas, wherein the relevant bundles of rays or guide rays run parallel along the relevant areas, and also with the help of at least two detectors, each of which points to a specific one Responds to the type of radiation, signals from the various bundles of rays or guide rays are determined. This has the advantage that in the respective aircraft in a relatively simple manner Rays of different types of radiation can be determined and evaluated.

According to yet another useful embodiment of the invention, there is a first radiation detector at the front and a second radiation detector at the rear of the respective aircraft arranged, and also by measuring the time span within which both radiation detectors traverse a vertical beam or a vertical guide beam, and division the distance between the two radiation detectors by the relevant time span, the base speed of the aircraft concerned. This has the advantage that on the base speed of the respective aircraft can be determined relatively easily.

According to yet another expedient embodiment of the invention, finally, there is a first Radiation detector at the front and a second radiation detector at the rear of an aircraft arranged, and information about the positions of the trajectories of the radiation detectors the attitude of the main axis of the aircraft in relation to the flight corridor and thus the pitch and the heading of the aircraft obtained, and also with the help of a third radiation detector, which is on the side of the Axis of the two mentioned radiation detectors is arranged, the roll angle and the complete The attitude of the aircraft can be derived. This has the advantage that in a particularly simple manner in the respective aircraft information about the main axis of the aircraft in question in relation to the flight corridor and thus over the slope and the heading of the aircraft in question as well as its roll angle and thus over whose full attitude can be determined. The invention is based on drawings explained in more detail below, for example.

1 shows in a perspective view a number of radiation sources which together form a flight corridor leading to the landing point on the runway, and an aircraft equipped with a detector device;
Figures 2 and 3 show a collimator in longitudinal section and viewed from above, respectively;

Figures 4 and 4A illustrate the invention Hand of a number of individual radiation sources;

Figures 5 and 5A show in perspective view ίο the collimation or the use of laser beams as radiation sources;

6 shows schematically in a side view the radiation field indicating the altitude of an aircraft or radiation pattern from a single radiation source;

F i g. 7 and 7A schematically show a perspective view of the radiation pattern from a single radiation source in a plane perpendicular to a desired trajectory, the radiation source is located in the center of the flight corridor, and a horizontal sectional view of this radiation pattern;

8 and 8A schematically show a perspective view the radiation pattern of a single radiation source in a direction perpendicular to a desired one Trajectory plane, with the radiation source arranged on one side of the flight corridor Fig. 13 is a horizontal sectional view of this radiation pattern;

FIG. 9 shows a modification of the radiation pattern of the one shown in FIG. 7 and 8 shown only Radiation source;

Fig. 10 schematically shows a perspective view the flight corridor defined by a single radiation source.

In Fig. 1 shows how a flight corridor is defined by radiation generating devices S arranged on its underside - hereinafter also referred to as radiation sources 5 for short. Each radiation generating device or radiation source S is arranged in a collimator C, which will be described in more detail below. Such a collimator is only indicated schematically in FIG. 1. To produce by such collimators, the gamma-ray beam compartments or Leitstrahlfächer GR are capable of capable of ermittein an approach corridor an aircraft. The beacon pattern of the guidance system can be designed as required for movement toward the airport runway and along the runway in order to provide information required for interception and touchdown. This also includes the information that is required along the runway RW and along the Roüweg. In FIG. I, only an arbitrary flight path within the approach corridor is indicated. Since the radiation sources S whose beam bundles, also referred to below as radiation bundles, are attracted to determine the information pertaining to the flight of an aircraft, are arranged in the direction of the landing area RW at gradually decreasing mutual distances, the transmission can strength of the radiation sources can expediently be reduced in the direction of the landing point while at the same time higher radiation intensities are present near the landing point than at locations far away in the approach corridor.

/ t *

The information given by the gamma ray guide rays GR is determined with the aid of radiation-sensitive instruments Dc contained in the aircraft Λο. The information in question can then, for. B. implemented to provide visual indicators for the leadership or management of the Luftfaür-Kugpilot.

If the aircraft approaches an airfield within the cornice, the distance between the guide beams is measured and, furthermore, the distance between the following guide beam positions and thus the frequency of the guide beam signals. The detection device De can determine and display the occurrence or non-occurrence of rays along the flight corridor or along the trajectory along which the aviation> 5 teu * moves. This can be repeated for a long time along the flight path, up to the landing point at the runway.

The signals occur repeatedly at short intervals. The size of these intervals depends on the embodiment the collimators and the relative positions of the radiation sources.

Pairs of radiation sources can be arranged between radiation sources which, with the aid of suitable collimators, emit non-diverging parallel guide beams or radiation bundles, ie guide beams or radiation bundles whose corresponding side edges do not spread fan-like in relation to one another. It is also possible to receive these radiation bundles from the same two radiation sources from which the other radiation bundles or guide beams are emitted, one from each radiation source. If "a" is the distance between the non-diverging radiation bundles pp measured in the direction of flight, and M "is the time span for the crossing of the area given by the first and second non-diverging radiation bundles, then it is the relative speed in relation to the ground (hereinafter referred to as the base speed ), given by the expression old .

With the aid of two such non-diverging radiation bundles, it is possible to determine the absolute base speed, to be precise as a basis for calculating the altitude of the aircraft within the flight corridor. This information, together with the information mentioned below about the relative position in the corridor (the transverse deviation and the height deviation from the center line of the flow corridor) unambiguously indicates the absolute position of the aircraft in question in the flight corridor, or in other words, the actual flight path. The altitude can be calculated by comparing the period of time for traversing the area given by the two non-diverging radiation beams during flight, i.e. a determination of the absolute speed of the aircraft, with the time period for traversing the area given by the two diverging radiation beams ⁶ is ^(l. on the basis of FIG. 6, these are to measure the radiation beam or guide beams A and B, or to two corresponding radiation beam or guide beams. this will be discussed in more detail below. ⁶ S

As shown, an aircraft traverses different sets of signal elements when it traverses a pair of radiation sources. The frequency ju · _ar Kpctimmten Grundgeschwindiekeit emnder be. «Ner determined ™ ^ ^^, ^

catching signals is s ι _d

High Mit »whose wordf. ^

penode V ° ™™ g ^ j _{1 with ücl} signal ,,., imie speed can ^son A _{ff. m} , ...

and a tons «η ^ f ™ ^ ™ ^

^We p- ^Cn · KnlH ^ or arrangement, which a Strahlunus-Ein ^Kol ] ^imalora "° ™" l it in F i » 2 i 3

G,

A ^K ], l is in F i » 2
source to cover - ^ abd an Äc
shown e i In F-Γ ^ - ™ _Ko | _{limatoranuranun!} , _ee . view through e ηe such <- ^ r.rundteil ">■>', W shows. A Kolhmalorgehau ^ ^{C undte} "-; ^ attached to a support' ^^ ^a "2 opening for the ^^ l ^^ l ^ " ^ radiation source 24 to ^the south, "rahlungsquc 24 ,, e.ner in the middle canopy 23 un.erg br. chi, which are arranged in the, housing .71 , st. Ko hm original elements 27 with slots 25 limit the sirahlung to a specific pattern in front of radiation bundles or guide rays. D.esc guide rays or bundles of radiation are emitted in front of a radiation source.

In the example chosen is the radiation source 24 a radioactive element housed in a recess of a rod near one end is. The rod 28 is inserted through an emc hole the shield 23 is inserted and held in its position with the aid of a hall device 26, hme Screw spindle 29 is used to set up the KoIhmalor, namely for the exact alignment of the stranlungsbündel. .

In Fig. 4 to 10 is the invention to wc. tcrcn l details illustrated. As shown in Fig. 4, the radiation sources Λ are aligned along the flight corridor. The radiation source.! S emit a series of radiation beams] η or guide rays which define radiation beam patterns along the flight corridor. For the purpose of easier recognition of the in FIG. 4 shows a runway RW with a taxiway TW leading away from it, an aircraft VL approaching on flight path FP within the flight corridor.

The individual radiation source used can be a collimator arrangement as shown in FIG. 2 and 3 is shown. The radiation from a radiation source can be used, or light beams can be used, as emitted by a laser, as shown in FIG. 5 and 5A is illustrated. In Fig. 5 a row of diode lasers DL is shown, which are arranged in a row. Each diode laser represents the radiation source for a radiation beam or for a guide beam. The laser diode can then be arranged in such a way that it emits the same radiation pattern as the gamma radiation source shown in FIG. 2 and 3 is shown and provided with shields. Since the radiation emitted by a laser diode is essentially a narrow beam, this beam can be converted in one plane into diverging beams of other shapes, in accordance with the desired radiation pattern. Cylindrical lenses or other optical devices CL are used for this purpose. These facilities are commonly known as radiation directors. The detectors contained in the aircraft are included

Able to determine the laser beams and distinguish them from Tinteroa.nd radiation. - ¹ Ss applying the beams of gamma-number system u ^ of Str ^ n ^ ^ it Luserstrah n H = kl enough, we obtain a J ^? Measurement of time intervals / repetition determination by executing the invoice

Ras X-ray system would largely correspond to the aforementioned gamma-ray system, since each radiation source would include a device for generating X-rays. At λ * τ application of microwaves could be a conventional embodiment RiehtanenTnsystenf be seen ο, in which the beams could lein shaped so that they diverge in a plane S or other shape corresponding to the overall respectively

^ S5? Ai how

zXeinTÄ Direction is how the F ^ path distance /; to a plane through the axis ^ n determined in the same way on the basis of a corresponding printout:

D = k 'v _e J ₁ '

aUXnn the

To get information about a ^^ ⁵ ^^ trajectory in a ^ ah ^ g corridor let us use a w llKur b _f

Hugbahn emes ^L f ^^ ^e £ time interval

tel ^ ffiSSi.ÄS Hache diverging Findings. or Leitstrahl «across to the direction of flight, so that its line of intersection with the footpath runs horizontally (which is why its Intersection lines with any horizontal plane par-Jlel get lost). In this case the distance between two such radiation bundles or Le.t-elections measured along the trajectories proportional to the height above the radiation source.

This relationship can be expressed for the two given beams or guide beams (a pair of beams Λ and B or C and D) as follows:

, en P and zeug .st yaw f ,, and d «Ze '« pann ao crossing the through de ^Le ^ 7 ^ _r ^ eche ^ d the nen area is equal to r ", namely en P _{o (kr}

Trajectory elements / and β The Le.m beam bundle P and ^ «rhrn ^ ja ^ _%

honzontalen level ^{"nd" Γ Λ} _{"angle to the>} 5 Strah bundle R proceeds unter_ em _relationship

Lcitstrahlen P ^ * ^ "™ ^, ^ _TJH under Vorzwischen the be.den Ze tin ^le £ ^ ''_{'h vindigke} it v _V - ^ aircraft of _rzeugs? £ _{sje yon the} radiation source S au the ground from is seen. The same angle

523 pounds

Sing the trajectory depends Under were to assume a constant ground speed v _e domestic "erh ... lb short Ze.tmtervalls ,, zw.schen the radiation beams is

and furthermore in FIG. 6th

/ = Z ₁ cos φ ,

where φ is the slip angle and Z ₁ and /. are the distances between a pair of radiation beams so arranged. Are the two pairs of

SSSSeSi

chen, then you get to

and

H ₂ = kv _e t ₂ .

gg des ^ ^^^

In t ι g ^ u of _{the p} , _{corridor ange-}

cj ^ rdtoden ^ η der _{angular deviation d flight-} * ° ° ^{r (Jn} ^ ¹ ^ vertical plane IV through the middle "way of the corridor is proportional (i. - <*). Here ^ = \ - is the quotient of flight track members ₄₅ for an aircraft flies along the plane I ^ ·;. _{of the} dimensions

Since ζ ™™ ^ ^ _{abhä t,} β _{corresponding to the} height H Proder Hugbanneiemen ^ _AnnahmCi

- '

55

² W 2 j

_where K _{0 is} a constant.
By He ,. ™ * «n * r

negligible or small, about a few degrees, and H. so one arrives approximately at ^

/ Y ₁ = kv _g I _{1 one} arrives at

for this tendency to slide.

Are more pairs of radiation bundles of

M42! S ^{rU Sä} S ^ S = K

M4S2! S mdergSä wS ^ so that the distance between each two of these beam bundles in the direction of the same vector orbit "has the same height-distance relationship and at a constant base velocity v _c

where K ₃ = K ₁ K ₂ for the particular design of the system. Y is then an absolute measure (in feet or meters) of the lateral displacement, namely as a positive or negative quantity, according to a selected positive lateral direction.

In FIGS. 8 and 8 A, the radiation source is arranged at a horizontal distance A from the ground projection of the flight corridor center line, and indeed at a height H ₀ . The mean flight path (where a = Vs) is in the mean plane W. Assuming a plane Z that runs parallel to the direction of flight through the radiation source, and one assumes that the mean flight path lies in the mean plane, so y is the distance in the horizontal plane from the arbitrarily chosen trajectory F at the height H ₁ to the plane Z in question.

Using the same geometrical relationship as shown in FIG. 7 and 7 A shown above has been, one arrives at

At the altitude H ₁ at which the aircraft is flying, the mean distance from the mentioned plane Z to the mean plane W towards A ₁ . This leads to the following relationship:

A ₁ IA = (H ₀ -H ₁ ) IH ₀ .
This leads to

A -

H _n

H _n

In order to obtain the lateral distance Y of this trajectory F from the middle plane W , the following summary is carried out.

-Mt-I)

v _f t,

H _n

Here, v _r , H ₀ and A are given as specific information when flying over the specific radiation source 5. The quantities .V ₁ and A have positive or negative values, depending on the selected positive side direction. The quantities / C ₃ and K ₁ can be constants for a specific design of the system. By measuring the time intervals t _a and t _t , the absolute side position can thus be calculated.

By designing the system so that the center plane W is the same for the radiation patterns of all radiation sources, the system has a fixed center plane as a reference plane. In this case! the lateral distance or the lateral distance to any trajectory can be calculated from this middle point. The position of the radiation detector in an aircraft can thus be obtained by precise measurements of the lateral distance and the height.

The in Fig. The radiation patterns illustrated in FIG. 9 are similar to the radiation patterns illustrated in FIGS. 7 through 7A. According to FIG. 9 two diverging guide rays or radiation beams Γ and U are provided, which run parallel in a certain plane along the flight path. A third diverging guide beam or a third diverging radiation beam Q. the specific one

Plane intersects, creates a curved radiation path, as a result of which the trajectory element between the relevant three guide rays or radiation bundles clearly related to the angular position of the flight path on the radiation source. Are the position of the radiation source and the curved beam path known descriptive function, the absolute lateral position of the flight path can be determined by appropriate mathematical expressions are determined

as shown above.

It is during the approach for landing and while an aircraft is taking off from a runway It is advantageous that the aircraft has all the necessary information along the flight corridor as well

on the runway or on the taxiway with high accuracy. Such Information that is available at a specific position in the flight corridor for all flight paths or Paths of equal value should be through signals

be given that are the same for all flight paths and ground paths or trajectories. These signals are emitted by the guide rays or bundles of radiation, which run across the entire width of the cornea and the runway and des

Taxiway run. Since the distances between the guide rays increase with the distance from the radiation source increase proportionally, the absolute distances cannot be used for such information will. The quotient of the emfernuns

between two guide beams or between two Guide rays m a group of three guide rays can be chosen so that it is for all Paths or paths remain constant if the guide rays par-

all run (i.e. the cuts run with the plane parallel). The size of this quotient can correspond to the size of the information in question. Therefore, the information in the aircraft can be obtained by measuring the time intervals

which correspond to the specified distances, if the aircraft at constant speed has three flat transverse diverging guide beams crossed, which run parallel in a certain plane, which is parallel to the flui> bahnrichtune

* 5 runs Here are constant qualifying railway guidelines and assumed relatively small angles between the guide rays. The magnitude of the quotient in question can be changed from I.citstrahlgruppc to Leitstrahlcrunpe will. This way, one at a time

other size of the information in question provided. In a simple embodiment the size of the information can be linearly proportional to the quotient of the time element. Allccmcincr ccsays can cindeulie the size of the information from that

Ouoticnten the Zcitclcmente by certain mathematical Equations are derived

A certain information piece. with the aid of the three guide beams or beam bundles mentioned above can be obtained is the amount of a

certain mean level in the Fluckorndor. This level could be referred to as Bczupshöhc, in which the aircraft should flick vorzucswcisc. When the aircraft approaches the Fluck Corridor, this Pc _S cl should change, and

although according to the actual Fluebahnpcccl with regard to the opening of the aircraft from the runway. The new reference level could be of three corresponding LcitstrriJilcn or

bundle are obtained in a following group of radiation bundles or Lcitstrahl, namely by arranging the angles between the three rays or rays so that the relevant quotient has the correct value in relation to the new reference level. When identification the Lcitslrahlcn has taken place, the information can both when approaching and when departing Aircraft in the flight corridor can be obtained.

Different types of aircraft preferably use different approaches. Further different trajectories are selected for an aircraft in different flight situations due to a change in the weight of the aircraft, due to a change in the Wind, etc. Furthermore, for an aircraft, preferably one that deviates from the masking path is used Approach path selected. These problems can be caused by different relationships between the given quotients and heights can be solved. That way you get the relevant Reference heights for the respective case. This can be done by changing the parameters in the mathematical equations.

Upper and lower altitude limits within which the respective aircraft should fly can also be provided by a computer through a mathematical relationship to the Reference height or separately by quotients of the corresponding three guide beam arrangements.

According to Fig. 10, for example, the quotient of

Trajectory clcmcnts a constant value for all flights, regardless of the altitude and bank position. This quotient can be used to provide certain information that provides an average height H ₉ according to the following equation:

and with a constant basic speed one arrives at

where t _r and t _{c are} the corresponding time intervals. The expression can be simplified too

H ₀ = K ^! (Feet or meters)
c

where K is a constant.

With a constant base speed one obtains

In a corresponding manner, further information that is required for all flights can be introduced, such as. B. the distance to touchdown on the runway or to a certain important point or position in flight operations. If the distance or the distance to this point is denoted by L and in this context F i g. 10, it follows that the quotient C ₁ Id _{1 of} the flight path _{elements C 1} and d _{x is} the same for all flight paths. It is thus possible to create an arrangement such that the distance L is a function of this quotient. The following applies:

L = Z ₂ (C ₁ ^ ₁ ) (feet or meters).

In a simplified form one arrives at L = X (c / d) (feet or meters),

where K is a constant.

With the same assumption of a constant speed one arrives at

L = / ₂ (t _cx lt _tt ) (feet or meters) and simplified to

L = K (t _c , / f ,, _t ) (feet or meters).

The arrangement can be made so that this distance from a vertical guide beam or bundle of radiation is measured, which or which runs perpendicular to the direction of flight.

On the basis of this information obtained from two different positions or locations, such as. B. from two adjacent radiation sources along the trajectory, the distance between these radiation sources is obtained as the difference (L ₁ - L ₂ ) between the distances to the particular point or position. If the time span is known, the mean base speed can be calculated as follows:

L ₁ -L ₁

Further important information that can be determined in a corresponding manner is:

1) the number of the specific approach corridor to the loading lane to be used, 2) the height of the particular radiation source collimator in relation to the height of the runway 3) the lateral deviation, or displacement, of a radiation source from the center line below the flight corridor,

4) in the case of curved approaches to the Crime radius of curvature and the direction of curvature by 5) the height of obstacles.

For the features listed under 2), 3), 4) and 5), in addition to the information about the height still raises the question of whether there are positive or negative values. With reference to the characteristics mentioned under 2) male this means whether the height is above (plus) or below (minus) the runway height, and be moved to the features listed under 3), 4) and 5), this means which direction is positive Direction is indicated. This information came through the relationship of the information to certain] Specified quotients of path or path elements

being. Returning to FIG. 10, it should be noted that e.g. B. in the case that the path or path elements and d are for certain information and the information obtained by the function / (c / d) win! in the execution of the functional illustration

It can be assumed that if c / d is greater than a given quotient q, the value of the function is positive or a certain direction in relation to the flight corridor, the runway or de

Rollwcg sets. If the word / ί / is less than the specific value q, the function is negative or there is a display in the opposite direction. If the value c / ri is equal to </, there is no deviation. In the case of the feature listed under 2), this means that the radiation source collimator is at the same height as the runway. In relation to the feature listed under 3), this means that there is no displacement from the radiation source; in relation to the feature listed under 4), this means that there is no curvature of the approach paths or trajectories, and in relation to the feature listed under 5) this means that there are no obstacles.

Identification on the basis of the relative oil jet width can be made by changing the angular opening or angle width of certain guide rays with respect to the respective other guide rays along any paths or paths in discrete widths. This can be done because the relative width of the guide rays along one direction is the same with increasing distance from the source (since the absolute width increases in the same proportion). Since the width of the light beams is not used in the present system for the delivery of other information, the relevant width can be used for code identification. In this case there is no requirement for very precise measurements of the guide beam widths. The Lcitstrahl can z. B. be designed with relative widths of 1: 2: 4 in relation to each other. For identification purposes, the accuracy in the beam width measurement only has to be sufficient to be able to reliably differentiate these widths from one another. Because it is comparatively easy. To carry out this identification, it is also possible to use relatively narrow beams or beams in the direction of flight. The width can, for. B. in the angle measure a V / 4 ⁰ , ';»" and 1, if three different discrete widths are used.

Since each guide beam or each bundle of radiation only covers a small part of the air space above the Requires radiation source, it is possible to emit a large number of radiation bundles or guide beams emitted from any radiation source.

Additional guide rays can be placed in the Leitstrahlgruppcn are introduced, as reference rays. These reference guide rays can be introduced into the guide ray groups so that the The quotient of the distance between any two rays and the distance between two others Lcite rays have the same value along any trajectory. This can be achieved thereby. that a third guide ray in a suitable tepid, related to the other two given rays, is placed. In addition, more than three Leitstrahlcn can be in fixed relative positions longitudinally of the lanes can be arranged for the same purpose. One characteristic should be that all of these Lcite rays run parallel in a plane that runs parallel to the direction of flight. This reference guide rays bring additional reliability in the detection of the coded guide beam groups himself.

Those of the beam groups or the beam pattern The sequence of information supplied can be standardized according to the rules that apply to the relevant system are specified. So can ζ. Β the Leitstrahlgruppen or the Strahllingsmuster or Lcitslrahlniuslcr be designed so that in each particular Interval only a certain guide ray occurs. Used by one in the relevant interval If the aircraft is no guide beam or if two beam beams CnIiUIeIt, then the one in question is Incorrect determination. An appropriately provided detection device should be included in this

ίο Issue an alarm signal in the event of this.

The code identification can also be achieved in that the individual guide beams radiation Gamma rays - Lcite rays are more differentiated Quantum science used, so can gamma ray detectors be arranged so that si <between the different types or species We are able to distinguish between light rays and thus distinguish the light rays in question be able. The same is also possible by adding light waves or microwaves of different wavelengths be used.

It is also possible to have coded groups of different Leitstrahltypcn to superimpose one another

each such group being assigned to a specific piece of information. The code groups or coded Groups can be distinguished with the help of detectors, which distinguish between the different 1 types or types of rays are able to distinguish.

The meaning of the first three identification methods of these code identification procedures can be explained Using an example, let us clarify: In this context, let a group of six Lcitstrah

len assumed that are emitted by a radiation source. The guide rays have two different widths: the relative width difference may be 1: 2. The rays are arranged in the following order in which with η narrow «

Lciistrnhlcn and IF wide guide rays are: Η ', / ι, η, Η', π.Η / .. Furthermore, the distance 7.wi schene W ₁ and H ' _{4 is} in a constant ratio to the distance between H ₄ and W _n measured in Fhmbahnrich ment. Is certain information through

To represent this specific group of guide rays makes possible the respective sequence of narrow and narrow rays W or the identification of the respective group and thus the coding of the specific information The identification

Determination of the distance or distance draws 7 * \ see the broad guide rays WW, and W, serve to support the identification The 'code' can be made further identified by the fact that ζ. B. the guide beam π, within "the first half"

of the interval between the light beams ΙΓ, and W occurs and that the guide beam / 7 'occurs in the second half' of the interval in question. If there are light rays or no guide rays are found within the crstci or second half, it is midday

tchlerhafi. In this case an electronically '

i-chlcrdeicktorcineinrichtung abecbcn an alarm signal

With a detector on the front and one

Detector at the rear of the aircraft

by measuring the period of time within which di '

Detectors traversing a vertical beam] perpendicular to the trajectories can bc known distance between the detectors in the aircraft who determines the Grunc.gcschwindiukeii

by dividing this distance by the relevant time interval. As stated above, the position information obtained in the system relates to the position of the detectors in the aircraft. When using a detector at the front and a detector at the rear of the aircraft give the positions of the two

Detectors the information about the attitude of the main axis of the aircraft with respect to the flight path and the so-called pitch and heading of the aircraft. With the help of an additional loan Detector on the cable of these detectors will preserve the Rolhviiikel and thus the full flight position of the aircraft.

In addition 8 sheets of drawings

Claims (30)

Patent claims: 1. Control system for aircraft, set at the beam a flight corridor and flight and taxiways, -having using disposed near the aircraft and runways radiation generating means, the flat flight corridor turn directed towards the radiation beam in a pattern form which when flying through an aircraft to determine the flight speed, altitude and attitude of the aircraft relating to its flight, characterized in that each radiation generating device (5) emits a group of beam bundles extending at certain mutual angles that are emitted by different radiation generating devices (S) Groups of bundles of rays each through a certain combination of narrow and wide bundles of rays !! are formed that at least one additional guide beam is emitted by the respective radiation generating devices (S) between the bundles of rays belonging to a group of bundles of rays as a reference beam for the bundles of rays in question and that, taking into account the fact that a group of bundles of rays when flying through the space between two bundles of rays is emitted with the help of a detector arranged in the aircraft, the angle existing between the relevant beam bundles, the combination of narrow and wide beam bundles forming the respective group of beam bundles and the flight speed determined with the aid of detectors arranged at a fixed distance in the aircraft information relevant to the respective point in time can be determined. 2. Control system according to claim 1, characterized in that additional radiation generating devices (S) are arranged on the side or in an imaginary plane along a desired trajectory and form Lcitstrahlcnmuster which largely correspond to the Leitstrahlmustern which are formed by said radiation generating devices, and that the additional radiation generating means (5) are arranged in such a way that they emit flat, diverging beams of rays which run transversely to the desired trajectory and at certain angles with respect to the ground. 3. Control system according to claim 2, characterized in that the radiation generating devices (S) are arranged lying in a line on one or both ropes of the flight corridor, the runway (RW) and the taxiway. 4. Control system according to claim 2 or 3, characterized in that the Strahlungscrzcugungseinrichtungen (5) in the direction of the runway (RW) are arranged at decreasing mutual distances. 5. Control system according to one of claims 1 to 4, characterized in that devices are provided which are produced by two radiation generators jeae uiesci v, iu ^ .. - diverging bundles of rays), the parallel perm - Plane extending along the trajectory, and includes a third diverging bundle of rays, the at a certain angle with respect to the first and second bundles of rays in the relevant Plane, the measurement of the relative distance between the first and second Beams and the second and third beams along a certain trajectory in the flight corridor as an indicator for the angular position of the flight path in relation to the radiation generating device (S) serves. 7. Control system according to one of claims 1 to 6, characterized in that two radiation generating devices (S) Associated with means for generating a pair of non-diverging parallel collimated flat beams are that these facilities are transverse to the desired trajectory and that the Time span within which an aircraft located in the flight corridor does not have the two diverging bundle of rays crosses, as a measure of the basic speed of the relevant Aircraft is pullable. 8. Control system according to one of claims 1 to 7, characterized in that the bundles of rays contain a determined by their absolute and relative width along a flight path coded information about their mutual absolute and relative distance and that an aircraft moving through the bundle of rays with the aid of a Radiation detector and a decoder is able to determine or decode the information in question and obtain information by means of Zcitclcmcnte that corresponds to the distances and widths of the beam both during landing and take-off processes, namely in a flight corridor and along a runway (RW) and a taxiway. 9. Control system according to one of claims 1 to 8, characterized gekennzeichne '. That the groups collimated diverging beams ((). P) comprise two flat kollimicrte diverging beams (U, P) predetermined in a horizontal plane and transverse to a Trajectories run parallel to one another, the distance between the bundles of rays in the direction of flight being proportional to the height with respect to the height of the respective radiation generating device (S). and that after ascertaining the vehicle for the crossing of the time span required by the two bundles of rays, the altitude during a landing or take-off process can be determined by multiplying the relevant time span with the basic speed and a constant factor dependent on the angle between the two bundles of rays (U, P) mentioned is. 10. Control system according to claim 9, characterized in that in addition each group of bundles of rays (U, P) has a third bundle of rays (R) which runs in a horizontal plane at a certain angle to the two said bundles of rays (U, P) , that the relative distance between the two said beam bundles (I /, P) and between the additional beam (R) and one of the said two beam bundles (U, P) along a certain trajectory to indicate the lateral angular position of the trajectory in relation to the respective radiation generating device (S) can be used and that the lateral angular position of the detector concerned can be used to determine the time spans of traversing the paths between the beams by means of a detector (DE), which is contained in an aircraft (Ac) flying along a certain trajectory at constant speed (De) is determined with respect to the respective radiation generating device (S) ar, where the height of the radiation source in question can be used together with the height of the aircraft to determine the absolute position of the aircraft. 11. Control system according to one of claims 1 to 8, characterized in that each radiation generating device (S) emits a group of three diverging beams (U, P, R) which run parallel to one another in a certain plane along a predetermined trajectory that at constant basic speed and flight direction of an aircraft (Ac) when flying through the bundle of rays along a given trajectory, the quotient of the distance between the first and second bundles of rays (U, P) and the distance between the second and third bundles of rays (P, R) are largely the same and as information about the altitude of the aircraft concerned (Ac) , possibly representing a mean reference level, it can be used that by changing the quotient of the corresponding bundles of rays in the next group of bundles of rays, a new altitude for the reference level in question corresponds to a desired change in the flight corridor reference level along the Fl ugkorridors is achievable, and that the relationship between the quotients and the reference levels for an aircraft (Ac) and for a specific flight can be individually established with regard to landing and take-off processes. namely by such a specific setting of an electronic decoder contained in the respective aircraft (Ac) that the reference levels represent the desired trajectory levels in the respective flight. 12. Control system according to claim 11, characterized in that each of the three bundles of rays (U, P, R) belonging to a group of bundles of rays run parallel in a horizontal plane. 13. Control system according to claim 11 or 12, characterized in that said quotients denote the level above or below that level at which the aircraft (Ac) should preferably fly. 14. Control system according to claim 13, characterized in that the quotients from the distances between corresponding bundles of rays of successive radiation generating devices (S) are largely the same for any flight path within the flight corridor and to provide information about the distance from a vertical bundle of rays running perpendicular to flight paths or guide beam or to a threshold of the runway (RW) or any other reference point in the flight corridor, on the runway (RW) and the taxiway (TW) . 15. Control system according to one of claims 11 to 14, characterized in that corresponding quotients for the delivery of information in the aircraft (Ac or PL) on the size of a) the height of the installation site of the respective radiation generating device (5) in in relation to the height of the runway ^ /? W), b) the lateral displacement of the installation site of the respective radiation generator (S) in relation to the center below the trajectories, c) the number of the flight corridor. the runway (RW) and the taxiway (TW), d) the radius of curvature and the direction of curvature of curved approach paths, c) obstacles
specifying characteristics can be used. 16. Control system according to claim 14, characterized in that the respective aircraft (Ac or PL) on the recording of information about the distances to a reference point of two different, perpendicular vertical beams from the time period de .; Measures traversing the distance between these bundles of rays and is able to determine the average base speed of the aircraft in question. 17. Control system according to claim 2, characterized in that each group of collimated diverging bundles of rays has a first and second flat collimated diverging bundle of rays (U, P) that the two diverging bundles of rays (U, P) of the respective group of bundles of rays are placed so that they run parallel in a certain plane, whereby with a known basic speed of the respective aircraft (Ac or PL) along a selected trajectory, the time span of the crossing of the first and second bundles of rays (U, P) is proportional to the distance from one by the radiation generating device (S. ) and parallel to the specific plane to the plane relevant point of the trajectory element of the trajectory between the two diverging bundles of rays (U, P) , and that in the aircraft (Ac or PL) when crossing and detecting the bundle of rays in question, the said distance can be determined. 18. Control system according to claim 6, characterized in that the cover panel devices (27) the opening angle of certain bundles of rays in discrete values along a flight path to identify the beam concerned and to code the information. 19. Control system according to one of claims 1 to 18, characterized in that additional bundles of rays (R) are provided, which are each placed in a reference position to at least two specific bundles of radiation that the relative distances between each of these additional bundles of rays and two of the aforementioned certain bundles of rays have the same size along all orbits, and that while increasing the reliability of the coding identification and the decoding of the information in the respective aircraft (Ac or PL) when flying on a flight path within the flight corridor and on the runway (RW ) or runway (TW) each of the additional bundles of rays can be used as a reference or identification guide ray with respect to the two said bundles of rays of the specific bundles of rays in the coded groups of bundles of rays. 20. Control system according to one of claims 1 to 19, characterized in that the periodically successive groups of collimated beams and the beam pattern of the groups of beams for a specific design along the trajectories in a specific, increased reliability in terms of coding information and in terms of decoding the information in an aircraft (Ac or PR) when flying along a flight path in the flight corridor as well as on the runway (RW) and taxiway (TW) during landing and take-off processes, which brings with it a consequence. 21. Control system according to one of claims 1 to 20, characterized in that for the beam and gamma rays emitted by radioactive radiation sources as the guide rays be used. 22. Control system according to one of claims 1 to 20, characterized in that for the beam and X-rays emitted by X-ray equipment are used. 23. Control system according to one of claims 1 to 20, characterized in that for the beam and the guide rays ultraviolet rays are used. 24. Control system according to one of claims 1 to 20, characterized in that for the beam and the guide rays visible rays are used. 25. Control system according to one of claims 1 to 20, characterized in that for the beam and infrared rays are used as the guide rays. 26. Control system according to one of claims 1 to 20, characterized in that for the beam and the Leitstrahlcn preferably uses radio waves lying in the microwave range will. 27. Control system according to one of claims 1 to 20, characterized in that for the Sirahlen bundle and the guide rays use different types of radiation in different areas that run parallel and along the respective area, and that with the help a detector that distinguishes between the different types of radiation and separates them able to determine corresponding signals from the various bundles of rays separately be determined. 28. Control system according to one of claims 1 to 20, characterized in that for the beam and the guide beams have different radiations in different system areas are used that the beam or guide rays in question along the relevant Areas run parallel and that with the help of at least two detectors, each on a certain type of radiation responds, signals from the various bundles of rays or Leitslrahlen be determined. 29. Control system according to one of claims 1 to 28, characterized in that a first radiation detector is arranged on the front and a second radiation detector on the rear of the respective aircraft (Ac or PL) and that by measuring the period of time within which both radiation detectors a vertical bundle of rays or a vertical guide beam traverse, and division of the distance between the two radiation detectors by the relevant time period, the base speed of the aircraft concerned (Ac or PL) is determined. 30. Control system according to one of claims 1 to 28, characterized in that a first radiation detector on the front and a second radiation detector on the rear of an aircraft (Ac or PL) is arranged that from information about the positions of the trajectories of the radiation detectors the attitude of the main axis of the aircraft (Ac or, PL) in relation to the flight corridor and thus the increase and the heading of the aircraft (Ac or PL) can be obtained and that with the help of a third radiation detector on the side of the axis of the two called radiation detectors is arranged, the roll angle and the complete flight attitude of the aircraft (Ac or PL) can be derived.