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WO2020099918A1 - Agencement pour déterminer la position d'un aéronef et procédure pour l'application associée - Google Patents

Agencement pour déterminer la position d'un aéronef et procédure pour l'application associée Download PDF

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Publication number
WO2020099918A1
WO2020099918A1 PCT/IB2018/059772 IB2018059772W WO2020099918A1 WO 2020099918 A1 WO2020099918 A1 WO 2020099918A1 IB 2018059772 W IB2018059772 W IB 2018059772W WO 2020099918 A1 WO2020099918 A1 WO 2020099918A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
data
location based
positioning
based server
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2018/059772
Other languages
English (en)
Inventor
György BLAZSOVSZKY
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hungarocontrol Zrt
Original Assignee
Hungarocontrol Zrt
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hungarocontrol Zrt filed Critical Hungarocontrol Zrt
Publication of WO2020099918A1 publication Critical patent/WO2020099918A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • G01S5/10—Position of receiver fixed by co-ordinating a plurality of position lines defined by path-difference measurements, e.g. omega or decca systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/26—Transmission of traffic-related information between aircraft and ground stations
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/55—Navigation or guidance aids for a single aircraft

Definitions

  • the subject of the invention is an arrangement created to determine aircraft position.
  • the subject of the invention also includes the procedure for the application of this arrangement.
  • Chinese patent No. CN104168585 describes a GSM/TD-SCDMA/TD-LTE mobile communication system.
  • the loose coupling modularization structure mode is used and the instrument and testing method are realized by using the multithreading scheduling and dynamic chained library technologies.
  • the main function of the drive test equipment is to collect data, carry out statistical analysis and examine the cellular network. It is similar to the present invention only in as much as it enables monitoring and analysing several air interface signaling protocols.
  • A-GPS Assisted-GPS
  • OTDOA-IPDL OTDOA-improved Data Link
  • UTDOA Uplink-Time Difference of Arrival
  • the invention described in the Chinese patent No. CN106781478 relates to an LTE (long term evolution) signaling data based trajectory tracking method.
  • the basis of the invention is to create and monitor tracks using LTE signalling data.
  • the procedure uses only the OTDOA (Observed Time Difference of Arrival) value of the LTE signaling data, road matching is performed, target position is determined and the moving trajectory is recognized.
  • the algorithm provided by this technology may be used by the user for: generating easily and quickly map data, collecting road toll data in databases, importing vehicle information into data bases real time, targeting the moving trajectory etc.
  • the invention covers LTE signal processing and its tracking mechanism. It involves vehicle tracking and visualisation on maps.
  • Korean patent NO. KR20030056266 discusses an adaptive positioning system within a wireless network.
  • the system serves the purpose of movably assigning resources, taking into account the resources of the terminal within the network, which provides the actual positioning service in line with the requested QoS (Quality of Service) and accuracy.
  • the solution relates to the LBS (Location Based Server).
  • the international patent No. WO2018125333 A2 describes a software-defined receiver using real long-term evolution (LTE) signals that may be used for navigation.
  • LTE long-term evolution
  • the arrangement presented applies the LTE downlink structure, provides signal processing and tracking. This unit is to be found in the OTDOA capable LTE devices of our days, e.g. in cell phones.
  • the software mentioned enables a navigation solution similar to GPS. It is not an integrated system.
  • Korean patent No. KR20160139719 describes a positioning solution relying on LTE and GPS to be used by buses. GPS positioning data are forward with the LTE data service; thus the LTE network is only used for data transmission. A further difference to the present invention is the fact that Wi-Fi is also applied.
  • Chinese patent No. CN108226975 describes the positioning of ships. Just as in the previous invention, LTE technology is only used for data transmission, and here also GPS data are transmitted.
  • the invention aims to circumvent the problems of the already existing solutions and to create an efficient arrangement and procedure to enhance positioning accuracy within a wireless communication system.
  • the objective is to provide safe and integrated positioning of the aircraft to the air traffic management (ATM) system by using an individually identifiable, mobile, coded, on-board device of low energy uptake.
  • a further objective is to enable positioning of a large number of aircraft and within urban environments (of noisy radio frequency spectrum).
  • the inventive step is based on the recognition that realizing the procedure as based on the independent claims creates an invention more beneficial than the previously existing ones.
  • this recognition enables knowing the position of an aircraft equipped with a small sized, switched-on and low power consuming on-board device by 50 to 100 m accuracy, or even 5 m accuracy and this is possible even without using the means of satellite navigation.
  • This being a new invention is also backed up by the recognition that within this procedure the aircraft can be identified by the codes generally applied within cellular telecommunications industry, such as the IMSI code used in the SIM cards, which is an internationally acknowledged and accepted identifier of cell phone users.
  • the solution is an arrangement to position aircraft, where the arrangement comprises at least one aircraft and at least three cellular base stations and the aircraft disposes of an identifier equipment with transmitter/receiver antenna.
  • the identifier equipment is an on-board device capable of identifying the airspace user and of forwarding the distance of the aircraft from the cellular base stations in the form of real-time time-difference-of-arrival data, while there is wireless connection between a location based server and the given on-board device, and further, the on-board device is equipped with a code card and a modem.
  • the code card comprises a ROM or RAM including an individual identifier code assigned to the airspace user and used in cellular telecommunications.
  • the location based server is connected to an ATM system.
  • Another implementation form may be in which the cellular network operates under the LTE standards and the code card is a SIM card installed into the modem, while a USIM card is used as the SIM card.
  • on-board device is provided with a GNSS receiver, and this is connected to the GNSS satellites.
  • the airspace user initiates the use of the air traffic management service, sends identifier data to the air traffic management system, the air traffic management system registers the identifier equipment and provides standalone positioning.
  • the procedure is characterised by the fact that the IMSI number of the code card connected to the switched-on on-board device carried by the aircraft is used as identifier, during the initiation the user connects to the cellular network contracted by the ATM provider, time stamp signals from at least three, but ideally four to six base stations are recorded, then the observed time difference of arrival (OTDOA) data of these signals, proportionate to the distance from the cellular base stations, are calculated; then the OTDOA are sent through the cellular network to the location based server, the location based server determines the position of the aircraft by coupling in real time the OTDOA data and the independently acquired surveillance data.
  • OTDOA observed time difference of arrival
  • OTDOA data and/or the aircraft positioning data determined by the location based server are forwarded to an ATM system.
  • the cellular network is used to send flight plan data and/or satellite based positioning data to the positioning server.
  • Figure 1 shows the arrangement of the invention.
  • the arrangement of the invention is presented in Figure 1.
  • the arrangement is capable of determining the position of aircraft 1.
  • aircraft 1 Prior to positioning, the airspace users need to be clearly identified. All and every object moving in the airspace shall be considered as aircraft 1, including but not limited to unmanned aerial vehicles, gliders, ultralights, hang gliders, hot air balloons and ultralight airplanes.
  • Airspace users are considered to include a wider scope of subjects, as the person controlling the unmanned aerial vehicle shall also be seen as airspace user.
  • the arrangement is especially construed to determine the position of those small sized and/or unmanned aerial machines which, until now, have not carried any kind of on-board equipment.
  • the low-energy on-board device 2 conceived to help positioning is placed on board of the aircraft 1.
  • the identifying equipment is such an on-board device 2 which disposes of an identifier with a code card 3, a transmitter/receiver antenna 4 and appliance, just as well as a modem 5.
  • the code card 3 is a SIM card (where SIM is the well-known acronym stemming from the expression Subscriber Identity Module), or, reasonably, the newer and safer USIM (Universal Subscriber Identity Module).
  • the code card 3 possesses a ROM (Read Only Memory) and/or RAM (Random Access Memory) including an individual identifier code used within cellular telecommunications and now assigned to the airspace users.
  • ROM also stands for EEPROM (Electrically Erasable Programmable Read Only Memory).
  • USIM differs from SIM in as much as it has a bigger memory capacity, can use a longer secret code and can offer a higher protection to the on-board equipment against data phishing attempts that may arrive through the network. Its task is to provide identification, authentication to the on-board device 2 on the cellular network 13.
  • the code card 3 is installed into the on-board device 2, more specifically, into the modem 5 within it.
  • the code card 3 includes such an integrated circuit which is capable of securely storing the IMSI (International Mobile Subscriber Identity) identifier employed to identify the users.
  • IMSI International Mobile Subscriber Identity
  • the location based server 7 (LBS) is a vital part of the arrangement.
  • the location based server 7 Relying on the observed time difference of arrival (OTDOA) data 8, and in certain cases, on satellite positioning data 9 it is the location based server 7 that calculates the position, the coordinates of the 2 on-board device, and converts these to the desired coordinate format, e.g. WGS-84, if needed.
  • the location based server 7 does not necessarily need the satellite positioning data 9 to determine the position of the aircraft 1.
  • the location based server 7 may also be able to calculate data relying on the flight plan received from the aircraft 1 or from eventual surveillance data and can also verify the OTDOA data 8.
  • the location based server 7 may be created individually or under the supervision of the air navigation service provider (ANSP), or further, as part of the air traffic management system 10.
  • ANSP air navigation service provider
  • the air traffic management system and the ANSP can be seen as interchangeable notions, it can be regarded as the location where the yielded positioning data are collected and stored.
  • the location based server 7 and the air traffic management system 10 are connected.
  • the task of the location based server 7 is to forward the positioning data yielded from the OTDOA data 8 and eventually, also the satellite positioning data 9, to the air traffic management system 10.
  • the OTDOA data 8 play a key role in positioning.
  • the satellite system 11 can send satellite positioning data 9.
  • A-GPS (assisted GPS) data may also be used as satellite positioning data 9.
  • the arrangement includes at least three cellular base stations 12 to enable 2D positioning data to be determined. If 3D coordinates are also to be established, then at least four cellular base stations 12 are needed. Communication takes place and data are sent and received via the cellular network 13.
  • the cellular network 13 may operate in compliance with the 2G, 3G or LTE standards, as long as the OTDOA function is available and operational, and it fulfils the 3GPP Release 9 standards or anything above.
  • the airspace user first sends his/her IMSI identifier to the air navigation service provider, the latter registers the identifier. If there is a flight plan available, the airspace user also sends this to the air navigation service provider. In this case the location based server 7 has a further source from which to calculate and compare positioning data. Subsequently, the on-board device 2 needs to be switched on on the aircraft. As long as the on-board device 2 is switched on, the positioning is on-going. The on-board device 2 logs in to that telecommunication provider with which the air navigation service provider is contracted with. The airspace user, or the aircraft 1 requests its positioning data to be collected by the air navigation service provider or the air traffic management system 10.
  • This step can be carried out by phoning, clicking on a button or even the flight plan may include this information.
  • positioning becomes activated, and from now on the location based server 7, the air navigation service provider or the air traffic management system 10 is continuously aware of the position of the registered aircraft 1 within the arrangement.
  • the on-board device 2 records the time stamp created at the start of the signal and sent by at least three, but optimally four-six cellular base stations, then, as based on these, calculates the OTDOA data 8, and via the cellular network 13 forwards this OTDOA data 8 to the location based server 7. If the on-board device 2 is also GNSS 6 capable and is connected to a satellite system 11, then it can also send satellite positioning data 9 to the location based server 7.
  • the location based server 7 collects and processes the positioning data yielded from the OTDOA data 8 and from the further positioning data (satellite positioning data, other surveillance data and flight plans), then forwards this to the air traffic management system 10, who in turn, also collects and processes these data.
  • Other surveillance data may for instance be the known radar signal data.
  • the invention has numerous advantages.
  • One of these is the fact that the on-board device is small, low weight, safe, integrated, mobile and of low energy consumption.
  • the accuracy of the positioning solution is 100 m (in the WGS-84 system), but even 5 m accuracy can be achieved. Knowing the position with such an accuracy is sufficient to provide safe separation between aircraft.
  • UDM Unmanned Aircraft Traffic Management
  • a further advantage is the fact that the on-board device operates even without GPS.
  • the on board device is low weight, of low energy uptake or logically, disposes of batteries. It is mobile, it can be carried in a small place, even in a pocket.
  • the low weight is especially beneficial in case of unmanned aerial vehicles. It is also advantageous that is does not need to be integrated into the on-board systems of non-autonomous aircraft. It does not require regular calibration.
  • the on-board device possesses an individual identifier, thus there is no need to set the transponder code before each flight. It is also an advantage that both the on-board device and the ground infrastructure are difficult to be jammed. If a USIM card is used, the communication is encrypted and secure. It paves the way to enable beyond visual line of sight (BVLOS) unmanned aerial vehicle operations and autonomous flights.
  • BVLOS visual line of sight
  • the area of application of the invention is air traffic management, positioning of aircraft.
  • the invention may be implemented within the scope of protection in other forms and with other procedures.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)

Abstract

L'objet de l'invention concerne un agencement pour le positionnement d'un aéronef, l'agencement comprenant au moins un aéronef (1) et au moins trois stations de base cellulaires (12), l'aéronef (1) portant un équipement identifiant équipé d'une antenne émettrice/réceptrice (4). L'invention est caractérisée en ce que l'équipement identifiant est constitué d'un dispositif embarqué (2) susceptible d'identifier l'utilisateur de l'espace aérien et également de transférer en temps réel la distance de l'aéronef (1) par rapport aux stations de base cellulaires (12) au moyen d'une différence de temps observée de données d'arrivée (8) ; le dispositif embarqué (2) est connecté par l'intermédiaire d'un réseau cellulaire (13) à un serveur basé sur la localisation (7) et est équipé d'une carte de code (3) et d'un modem (5). L'objet de l'invention comprend également la procédure pour l'application de cet agencement.
PCT/IB2018/059772 2018-11-16 2018-12-07 Agencement pour déterminer la position d'un aéronef et procédure pour l'application associée Ceased WO2020099918A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HUP1800386 2018-11-16
HU1800386A HUP1800386A1 (hu) 2018-11-16 2018-11-16 Légi jármûvek helymeghatározására alkalmas elrendezés és eljárás az elrendezés alkalmazására

Publications (1)

Publication Number Publication Date
WO2020099918A1 true WO2020099918A1 (fr) 2020-05-22

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PCT/IB2018/059772 Ceased WO2020099918A1 (fr) 2018-11-16 2018-12-07 Agencement pour déterminer la position d'un aéronef et procédure pour l'application associée

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HU (1) HUP1800386A1 (fr)
WO (1) WO2020099918A1 (fr)

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20030056266A (ko) 2001-12-28 2003-07-04 한국전자통신연구원 무선통신 시스템에서의 적응형 위치 서비스 방법
US20100273504A1 (en) * 2009-04-22 2010-10-28 Trueposition, Inc. Network Autonomous Wireless Location System
CN104168585A (zh) 2014-07-10 2014-11-26 陈捷 Gsm/td-scdma/td-lte一体式测试仪及测试方法
US20150139061A1 (en) 2009-03-10 2015-05-21 Telefonaktiebolaget Lm Ericsson (Publ) Method and Arrangement for DL-OTDOA (Downlink Observed Time Difference of Arrival) Positioning in a LTE (Long Term Evolution) Wireless Communications System
WO2016154939A1 (fr) * 2015-03-31 2016-10-06 SZ DJI Technology Co., Ltd. Géo-clôture des dispositifs avec des caractéristiques dynamique
KR20160139719A (ko) 2015-05-28 2016-12-07 주식회사 프랭클린테크놀로지 엘티이(lte) 및 지피에스(gps) 기술을 이용한 실시간 버스 운행 관리 시스템
CN106781478A (zh) 2016-12-23 2017-05-31 大连理工大学 一种基于lte信令数据的轨迹跟踪方法
WO2017196510A1 (fr) * 2016-05-13 2017-11-16 Qualcomm Incorporated Procédé et/ou système servant à positionner un dispositif mobile
CN108226975A (zh) 2018-01-18 2018-06-29 北京港信科技有限公司 船舶定位监控系统
WO2018125333A2 (fr) 2016-09-22 2018-07-05 The Regents Of The University Of California Sdr destiné à une navigation au moyen des signaux lte
EP3379282A1 (fr) * 2017-03-21 2018-09-26 Deutsche Telekom AG Système et procédé de surveillance d'un véhicule aérien sans pilote

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20030056266A (ko) 2001-12-28 2003-07-04 한국전자통신연구원 무선통신 시스템에서의 적응형 위치 서비스 방법
US20150139061A1 (en) 2009-03-10 2015-05-21 Telefonaktiebolaget Lm Ericsson (Publ) Method and Arrangement for DL-OTDOA (Downlink Observed Time Difference of Arrival) Positioning in a LTE (Long Term Evolution) Wireless Communications System
US20100273504A1 (en) * 2009-04-22 2010-10-28 Trueposition, Inc. Network Autonomous Wireless Location System
CN104168585A (zh) 2014-07-10 2014-11-26 陈捷 Gsm/td-scdma/td-lte一体式测试仪及测试方法
WO2016154939A1 (fr) * 2015-03-31 2016-10-06 SZ DJI Technology Co., Ltd. Géo-clôture des dispositifs avec des caractéristiques dynamique
KR20160139719A (ko) 2015-05-28 2016-12-07 주식회사 프랭클린테크놀로지 엘티이(lte) 및 지피에스(gps) 기술을 이용한 실시간 버스 운행 관리 시스템
WO2017196510A1 (fr) * 2016-05-13 2017-11-16 Qualcomm Incorporated Procédé et/ou système servant à positionner un dispositif mobile
WO2018125333A2 (fr) 2016-09-22 2018-07-05 The Regents Of The University Of California Sdr destiné à une navigation au moyen des signaux lte
CN106781478A (zh) 2016-12-23 2017-05-31 大连理工大学 一种基于lte信令数据的轨迹跟踪方法
EP3379282A1 (fr) * 2017-03-21 2018-09-26 Deutsche Telekom AG Système et procédé de surveillance d'un véhicule aérien sans pilote
CN108226975A (zh) 2018-01-18 2018-06-29 北京港信科技有限公司 船舶定位监控系统

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