SYSTEM AND METHOD FOR MANAGING AIRCRAFT OPERATION

Abstract

A system and a method for managing aircraft operation, the system including: at least one aircraft (6.4-6.6), preferably multiple aircraft; at least one landing site (2) for said aircraft, preferably multiple landing sites; a communication system for transmitting a first signal (S1) indicative of at least a current state of the at least one landing site to the at least one aircraft and for receiving the first signal at the aircraft; an additional ground-based device for emitting a second signal (S2), which second signal is dependent from a current state of the at least one landing site; and an additional signal receiving device onboard said at least one aircraft for receiving the second signal; wherein the system is configured to perform landing of the at least one aircraft at the at least one landing site based on the first signal and on the second signal; the first signal preferably including at least one of a number and a state of individual landing zones at the at least one landing site, landing instructions, and, in the case of multiple landing sites within the system, potential alternative landing sites.

Claims

1. A system (1) for managing aircraft operation, comprising: at least one aircraft (6.1-6.6); at least one landing site (2; 2.1-2.4) for said aircraft (6.1-6.6); a communication system (5; 6.6a) including a transmitter for transmitting a first signal (S1) indicative of at least a current state of said at least one landing site (2; 2.1-2.4) to said at least one aircraft (6.1-6.6) and a receiver for receiving said first signal (S1) at said aircraft (6.1-6.6); an additional ground-based device (5c) for emitting a second signal (S2), said second signal (S2) is dependent from said current state of said at least one landing site (2; 2.1-2.4); and an additional signal receiving device (6.6b) onboard said at least one aircraft (6.1-6.6) for receiving said second signal (S2); wherein the system (1) is configured to perform landing of said at least one aircraft (6.1-6.6) at said at least one landing site (2; 2.1-2.4) based on said first signal (S1) and on said second signal (S2); said first signal (S1) including at least one of: a number and a state of individual landing zones (4; 4.1-4.4′) at said at least one landing site (2; 2.1-2.4), landing instructions, or, in case of multiple ones of the landing sites (2; 2.1-2.4), potential alternative ones of the landing sites (2; 2.1-2.4).

2. The system (1) of claim 1, wherein said communication system (5; 6.6a) is a bidirectional communication system configured to allow transmitting a third signal (S3) indicative of at least a current state of said at least one aircraft (6.1-6.6) and for receiving said third signal (S3) at said at least one landing site (2; 2.1-2.4), wherein the system (1) is configured to adapt a current state of said at least one landing site (2; 2.1-2.4) based on said third signal (S3).

3. The system (1) of claim 1, wherein said at least one landing site (2; 2.1-2.4) comprises a first sensor device (5b) for detecting a presence of objects (7) in a space (3) surrounding said at least one landing site (2; 2.1-2.4), said first signal (S1) and said second signal (S2) being dependent from an output of said first sensor device (5b)

4. The system (1) of claim 3, wherein said first sensor device (5b) comprises radar, lidar or sonar.

5. The system (1) of claim 3, wherein said at least one landing site (2; 2.1-2.4) comprises a second sensor device (5a) for detecting the presence of ground-based objects at said at least one landing site (2; 2.1-2.4), and the first sensor device is for detecting flying objects at said at least one landing site (2; 2.1-2.4), said first signal (S1) and said second signal (S2) being dependent from an output of said second sensor device (5a).

6. The system (1) of claim 5, wherein said second sensor device (5a) comprises radar or electro-optical detector.

7. The system (1) of claim 1, wherein said communication system (5; 6.6a) and said additional signal receiving device (6.6b) are based on different technologies.

8. The system (1) of claim 1, wherein the at least one aircraft comprises multiple aircraft (6.1-6.6), said aircraft (6.1-6.6) each comprise a transmitting device (6.6a) for relaying said first signal (S1) from one said aircraft (6.1-6.6) receiving said first signal (S1) to another of said aircraft (6.1-6.6), and said first signal (S1) comprises an identifier (ID) of said at least one landing site (2; 2.1-2.4).

9. The system (1) of claim 1, wherein the at least landing site comprises multiple landing sites (2; 2.1-2.4), said multiple landing sites (2; 2.1-2.4) are connected in communication for sharing respective ones of the first signals, at least between neighboring landing sites (2; 2.1-2.4).

10. The system (1) of claim 1, wherein the at least one landing site comprises multiple landing sites, and said multiple landing sites (2; 2.1-2.4) are connected in communication with an airspace service provider for providing at least said first signal (S3) to said airspace service provider.

11. The system (1) of claim 10, wherein the airspace service provider is a U-space airspace service provider.

12. The system (1) of claim 10, wherein said least one aircraft (6.1-6.6) is in communication connection with said airspace service provider.

13. The system (1) of claim 1, wherein the at least one aircraft (6.1-6.6) comprises a plurality of aircraft, and the at least one landing site (2; 2.1-2.4) comprises a plurality of landing sites.

14. A method of managing aircraft operation, comprising: providing at least one aircraft (6.1-6.6); providing at least one landing site (2; 2.1-2.4) for said aircraft (6.1-6.6); flying said at least one aircraft (6.1-6.6) to a vicinity of said at least one landing site (2; 2.1-2.4); receiving, at said at least one aircraft (6.1-6.6), a first signal (S1) indicative of at least a current state of said at least one landing site (2; 2.1-2.4) from said at least one landing site (2; 2.1-2.4) via a first channel; receiving, at said at least one aircraft (6.1-6.6), a second signal (S2) indicative of at least a current state of said at least one landing site (2; 2.1-2.4) from said at least one landing site (2; 2.1-2.4) via a second channel, said second channel being independent from said first channel; landing said at least one aircraft (6.1-6.6) at said at least one landing site (2;

2. 1-2.4) based on said first signal (S1) and on said second signal (S2) or, if the at least one landing site comprises multiple landing sites (2; 2.1-2.4), landing said at least one aircraft (6.1-6.6) at another said landing site (2; 2.1-2.4) based on said first signal (S1) and on said second signal (S2) from said other landing site (2; 2.1-2.4); said first signal (S1) including at least one of: a number and a state of individual landing zones (4; 4.1-4.4′) at said at least one landing site (2; 2.1-2.4), landing instructions, or. in case of multiple ones of said landing sites (2; 2.1-2.4), potential alternative ones of the landing sites (2; 2.1-2.4).

15. The method of claim 14, wherein the at least one landing site comprises multiple landing sites, and the method further comprises: indicating said other landing site (2; 2.1-2.4) to said at least one aircraft (6.1-6.6).

16. The method of claim 14, further comprising: transmitting a third signal (S3) indicative of at least a current state of said at least one aircraft (6.1-6.6), said third signal (S3) being a distress or priority signal or any other signal derived from a physical state of said at least one aircraft (6.1-6.6); receiving said third signal (S3) at said at least one landing site (2; 2.1-2.4); and adapting a current state of said at least one landing site (2; 2.1-2.4) based on said third signal (S3).

17. The method of claim 14, further comprising at least one of: detecting, at said at least one landing site (2; 2.1-2.4), a presence of flying objects (7) in a space (3) surrounding said at least one landing site (2; 2.1-2.4), and deriving said first signal (S1) and said second signal (S2) from a corresponding detection result; or detecting, at said at least one landing site (2; 2.1-2.4), the presence of ground-based objects on said at least one landing site (2; 2.1-2.4), and deriving said first signal (S1) and said second signal (S2) from a corresponding detection result.

18. The method of claim 14, wherein the at least one aircraft comprises multiple aircraft, and the method further comprises: relaying said first signal (S1) from one said aircraft (6.1-6.6) receiving said first signal (S1) to another said aircraft (6.1-6.6), said first signal (S1) comprising an identifier (ID) of said at least one landing site (2; 2.1-2.4).

19. The method of claim 14, wherein the at least one landing site comprises multiple landing sites, and the method further comprises: connecting said multiple landing sites (2; 2.1-2.4) in communication and sharing respective ones of first signals (S1) thereof, at least between neighboring landing sites (2; 2.1-2.4).

20. The method of 14, wherein the at least one landing site comprises multiple landing sites, and the method further comprises: connecting said multiple landing sites (2; 2.1-2.4) in communication with an airspace service provider and providing at least said first signal (S1) to said airspace service provider; and providing at least said first signal (S1) to said at least one aircraft (6.1-6.6) via said airspace service provider.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Additional features and advantages of the present invention will now be described in connection with exemplary embodiments as shown in the drawings.

[0057] FIG. 1 schematically shows an overall configuration of a system according to the present invention;

[0058] FIG. 2 shows a more detailed configuration of a system according to the present invention and of its operation; and

[0059] FIG. 3 shows a flow chart of a method of operating the system of FIG. 2.

DETAILED DESCRIPTION

[0060] FIG. 1 shows schematically an overall architecture of a system according to the present invention. As a whole, said system is denoted by means of reference numeral 1. System 1 comprises a plurality of individual landing sites denoted 2.1, 2.2, . . . , which—in the context of the present application—can also be referred to as vertiports (V). Every landing site or vertiport 2.1, 2.2, . . . is surrounded by an airspace 3, only one of which is depicted in FIG. 1. Actual landing zones or landing pads at each of vertiports 2.1, 2.2, . . . are denoted by means of reference numerals 4.1, 4.2, . . . in FIG. 1. As can be gathered from the drawing, vertiport or landing site 2.4 comprises two such landing zones or landing pads 4.4, 4.4′. All of the vertiports 2.1, 2.2, . . . with their respective airspaces 3 are embedded in or served by corresponding U-space, as marked in FIG. 1.

[0061] Here and in the following, it will be distinguished between a so-called “ground segment” and a so-called “airborne segment”. Said ground segment comprises all equipment (sensors, computers, etc.) which is located on the ground in the vicinity of a given landing site 2.1, 2.2, . . . In FIG. 1, said ground segment is symbolized by means of an antenna 5.1, 5.2, . . . The airborne segment comprises corresponding devices or equipment, which is/are located onboard an aircraft participating in the system 1 of FIG. 1, so-called air participants. In FIG. 1, such aircraft are denoted by means of reference numerals 6.1 to 6.3.

[0062] As noted in FIG. 1, any vertiport 2.1, 2.2, . . . , for example vertiport 2.1, by means of its ground segment (antenna 5.1), can communicate a signal comprising status information to any aircraft 6.1 within its airspace 3. In the present application this signal is also referred to as “first signal”. In the exemplary embodiment of FIG. 1, this is further denoted as “vertiport 1 status”. The aircraft 6.1 is equipped to relay any status information or first signal received from vertiport 2.1 to any aircraft, in this particular exemplary illustration aircraft 6.2, located outside of airspace 3. In FIG. 1, this is denoted as “vertiport 1 status relay”.

[0063] All vertiports 2.1, 2.2, . . . are interconnected via the respective ground segments (antennas 5.1-5.4) in order to inform each other about their respective states and about possible intruders (aircraft 6.1) in their respective airspaces 3, as further indicated in FIG. 1 (“internal vertiport state and intruders in the air space”). For instance, aircraft 6.1 may be considered as an intruder in airspace 3 of vertiport 2.1, a corresponding information may be shared between vertiports 2.1, 2.2, . . . As further indicated in FIG. 1, any vertiport 2.1, 2.2 may further inform U-space, i.e., an airspace service provider about the presence of an intruder in airspace 3. On the other hand, U-space may provide information on air participants' positions to vertiports 2.1, 2.2, . . .

[0064] As can be further gathered from FIG. 1, vertiport 2.3, aircraft 6.3 is currently located at/on vertiport 2.3, i.e., a landing pad 4.3 thereof. As indicated in FIG. 1, aircraft 6.3 will enquire about its “destination vertiport status” prior to undertaking a corresponding flight within system 1. As already stated above, corresponding information may be provided by U-space.

[0065] In FIG. 1, two dashed cylindrical zones 3, 3′ are shown at vertiport 2.1. They depict two different coverage areas. Most probably, the vertiport monitoring system will only be able to protect a specific zone around the vertiports 2.1, 2.2, . . . (inner cylinder 3) while the direct communication link (e.g., to aircraft 6.1; double arrow in FIG. 1) will be effective at a much longer range (outer cylinder 3′). For simplicity though, only one zone is displayed for vertiports 2.2-2.4 (FIG. 1) and in FIG. 2 which indicates the operational area of each vertiport (denoted by reference numeral 3).

[0066] FIG. 2 shows a detailed embodiment of a given vertiport or landing site 2.1, 2.2, . . . and its airspace 3 according to FIG. 1. In FIG. 2, said vertiport or landing site is denoted by means of reference numeral 2. The dashed volume in FIG. 2 symbolizes the airspace 3, as mentioned above with reference to FIG. 1. Here and in the following, same reference numerals denote same or at least functionally identical elements, wherein a reference numeral “X” in FIG. 2 replaces reference numeral “X.Y” in FIG. 1.

[0067] As already stated with reference to FIG. 1, all vertiports 2.1, 2.2, . . . are connected and share—at least with their neighboring vertiports—the number of landing pads 4.1, 4.2, . . . their “clear for landing” status and its overall operational state. As further described with reference to FIG. 1, each vertiport 2.1, 2.2 is connected to the U-space provider operating in the covered area.

[0068] According to an exemplary embodiment, ground segment 5.1, 5.2, . . . at each vertiport 2.1, 2.2, . . . may comprise a detector subsystem (e.g., electrooptical and/or radar sensors) which are configured to detect any vehicles or objects that block a corresponding landing pad 4.1, 4.2, . . . Said landing pad is denoted with reference numeral 4 in FIG. 2, and reference numeral 5a denotes said detector subsystem which is able to detect any blocking objects on landing pad 4, as symbolized by means of detection cone 5a′ in FIG. 2. Landing pad 4 is declared as blocked as soon as vehicle or object is located on it or close to it. In case of an object or an unidentified vehicle (an unidentified vehicle being vehicle which does not transmit a valid ID within system 1), a corresponding signal is sent to the personal in charge of vertiport 2 and/or to its control center 2a. In FIG. 2, an above-mentioned personal in charge is denoted by means of reference numeral 2b. The control center 2a could be located at another location separate from a vertiport. Specifically, a control center could monitor a plurality or even all vertiports in one city (or district).

[0069] The ground segment of vertiport 2 also comprises a radar-based and optical detection system 5b which focuses on detecting any unregistered vehicles, flying objects or animals (without limitation) round vertiport 2. In FIG. 2, reference numeral 7 denotes an unregistered air vehicle. Again, corresponding information can be sent to a personal in charge 2b and/or to the control center 2a. In case of a valid detection, vertiport 2, by means of suitable ground section transmitting means (antenna 5), emits a multi-level criticality state signal (first signal) to any airspace user, e.g., aircraft 6.6 in FIG. 2, which aircraft 6.6 (as all registered aircrafts 6.4-6.6 in FIG. 2, 6.1-6.3 in FIG. 1) comprises suitable receiving means schematically denoted by reference numeral 6.6a. Said multi-level criticality state can be color-coded, wherein green preferably indicates low criticality, while amber and red denote increasing criticality levels.

[0070] More particular, the criticality levels map to the usability of the vertiport 2 (or pad 4), where green is a nominal state vertiport 2, amber is a vertiport integrated mode, in which an intruder 7 has been detected and might endanger vertiport availability, and red is a non-useful vertiport 2.

[0071] Vertiport 2 of FIG. 2 uses its ground segment equipment 5 to emit at all time, i. e., on a regular basis, its ID (an identifier) and its current state to all airspace participants 6.4-6.6 by means of said first signal, preferably via an RF link, as depicted symbolically by means of connecting arrow S1 (between ground segment equipment 5 and the element denoted 6.6a) in FIG. 2. Additionally, vertiport 2 emits a second signal through so-called ground markers 5c, which ground markers 5c are devised for emitting a second (predefined) signal S2 at least in case the vertiport 2 is in “blocked” state, which state is equivalent to said criticality level “red”. However, the invention is not limited to such scenario, wherein said ground markers 5c emit said second signal S2 only in case of a “blocked” vertiport 2. The second signal S2 can also be emitted on a regular basis, and thus constitutes a second independent channel for informing air participants 6.4-6.6 about the current state of vertiport 2.

[0072] If vertiport 2 is marked or flagged as “blocked”, airspace users 6.4-6.6 are informed by ground segment 5 which vertiports in the surroundings are free, since this information is constantly being updated between all vertiports 2.1-2.4 (FIG. 1). The airborne segment, as defined above, comprises an RF transmitter/emitter (element 6.6a) to communicate with the ground segment 5. Furthermore, said airborne segment comprises an independent (e.g., a camera) dedicated sensor means to read or detect the status of vertiport 2 on an independent channel, which detection may rely on visual spectrum, ultraviolet spectrum or infrared spectrum, without limitation, as defined by the nature of ground marker 5c. In FIG. 2, reference numeral 6.6b symbolizes a detection cone of said independent sensor onboard aircraft 6.6 (likewise for aircraft 6.4, 6.5). The airborne segment also provides a communication relay, e.g. denoted at element 6.6a, which can re-broadcast received vertiport status information to all surrounding airspace participants, as already explained above in connection with FIG. 1.

[0073] As also shown in FIG. 2, each aircraft, e.g., aircraft 6.4, prior to take-off, requests a final “Go” from its destination vertiport 2 (i.e., control center 2a) in order to confirm that it is safe to fly there (cf. reference numeral GO in FIG. 2).

[0074] Any aircraft (e.g., aircraft 6.6) approaching vertiport 2 transmits its ID (an identifier) and receives from ground segment 5 the current status of vertiport 2 (first signal S1). The closer an aircraft 6.6 is to landing on a designated vertiport 2 with respect to its remaining range or distance, the more critical a possibly unforeseen “blocked” state of vertiport 2 can become.

[0075] An approaching aircraft, e.g. aircraft 6.5, can also emit a distress signal (third signal), which is denoted by means of reference numeral S3 in FIG. 2. Signal S3 is received by vertiport 2 at ground segment 5, which can then, by means of control center 2a, lock or reserve an available landing pad 4 or even free such landing pad 4 to allow safe landing of aircraft 6.5. Emission of third signal S3 by aircraft 6.5 can occur by means of an element equivalent to element 6.6a onboard of aircraft 6.5 (not shown).

[0076] Most importantly, additional safety with respect to prior art systems is achieved by providing said independent channels (in connection with first signal S1 and second signal S2) in connection with the landing of an aircraft 6.6 at vertiport 2. In other words: aircraft 6.6 can only land at vertiport 2 (on landing pad 4), if both the first signal S1 and the second signal S2 confirm its availability. Signals S1 and S2 are sent via separate, independent channels which—preferably—are based on different technologies.

[0077] FIG. 3 provides an operation flowchart of the system 1 according to FIG. 1 putting in context a specific aircraft (VTOL) taking off to a specific destination vertiport DV. Said VTOL, during its flight planning process and prior to take-off, polls the destination vertiport's status via multiple redundant links, e.g., directly by means of its own communication equipment or indirectly via the airspace service provider.

[0078] FIG. 3 shows, on its left side, (onboard) communications and (onboard) data/signal processing by a VTOL aircraft which participates in system 1 (FIG. 1). The middle column of FIG. 3 shows processes at the destination vertiport (DV), for instance vertiport 2 according to FIG. 2. On the right side of FIG. 3 other actors are shown, which may participate in the system of FIG. 1.

[0079] At reference numeral 100, the VTOL is at its starting vertiport (e.g., vertiport 2.3 according to FIG. 1). Subsequently, at 101 it is checked whether or not the DV is clear for landing, e.g., by enquiring directly at the DV or by checking with the airspace service provider. If “YES”, the flight is performed at 102. Otherwise (“NO”), step 101 is repeated. Following step 102, step 103 comprises a check whether or not the DV is blocked. If “YES” then VTOL diverts to an alternate vertiport at 104. If not, then the process continues at 105. 105 comprises checking, whether VTOL enters airspace 3 (cf. FIG. 1) of DV. If “YES”, it is checked at 106 whether or not a correct ID of DV has been received. If not, step 105 is repeated. If the check at 106 is unsuccessful (“NO”), then step 106 is repeated. If it is successful (“YES”) then VTOL receives the DV status at 107.

[0080] As shown by arrow A1 in FIG. 3, VTOL receives a DV state at 101 and may get, at 103, the DV state through direct connection, surrounding vertiports and/or traffic (“other actors”, arrow A2). At 106, reception of the DV-ID occurs through RF-ID emission 106a by the DV (arrow A3). At 107, DV state, landing instructions and alternate vertiport options are received from DV (107a, arrow A4), which may be in connection with further actors, as shown.

[0081] Following 107, it is checked at 108 whether or not DV is clear for landing. If “YES” it is checked at 109 whether or not the ground markers confirm the DV status. If “YES”, landing is performed at 110. If step 108 yields that DV is not clear for landing, then it is checked at 111 whether or not DV is unsafe. If this is the case, the process terminates at 104 (divert the vehicle to an alternate vertiport). If not, the process waits at 112 for a predefined time and then returns to 108. If the ground markers do not confirm the status at 109, then the process continues at 111. 109 receives information from the DV ground markers at 109a (arrow A5). Step 107a is connected with landing pads monitoring at 107b and ground-based intruder's detection system 107c. 107b and 107c are connected with further actors, respectively, as shown.

[0082] As explained in detail before, if DV acknowledges the flight, VTOL can take off and follow its preplanned flight. During flight, multiple links allow the VTOL to permanently check for a change in the DV state according to air participants message relay, other vertiports and its own connection capability.

[0083] As soon as a change of the DV state have been confirmed (e.g., due to priority traffic), the VTOL receives information concerning potential alternate vertiports that are free for landing.

[0084] While entering the airspace of the DV, VTOL receives the DV ID and sends its own ID to the DV. If this identification process is successful, VTOL proceeds and receives the status of the DV which includes the state of the respective landing pads, landing instructions and potential alternate vertiport options.

[0085] While approaching the vertiport, VTOL receives—preferably via an RF channel—a confirmation for landing, and a ground marker confirms the overall state. Then, landing can be performed.

[0086] If any issue arises or if a confirmation cannot be made, VTOL either waits for additional vertiport instructions or diverts to an alternate vertiport.

[0087] At the DV, multiple systems ensure that the state message is consolidated by monitoring all landing pads and by detecting any intruders in the DV airspace. An RF link allows to send the vertiport's state message, and the ground marker ensures redundant information transmission in case of RF link failure.

[0088] The overall system relies on multiple links to avoid any single point of failure through the U-space, direct vertiport RF broadcast, vehicle to vehicle message relay and other vertiports message broadcast.