Method and system for tracking, processing, and integrating airport ground vehicle position data into the automatic dependent surveillance-broadcast (ADS-B) network infrastructure

Abstract

A method and system for tracking the real-time positions of airport ground vehicles, and integrating the positional data into the Automatic Dependent Surveillance-Broadcast (ADS-B) network infrastructure. The system may include one or more ground receiver stations that receives positional telemetry data from one or more airport ground vehicles, and transmits the ground vehicle positional data to a centralized ground base station. A computer system connected to the ground base aggregates the ground vehicle telemetry data from one or more ground vehicles, converts the aggregate telemetry data into an ADS-B compatible data protocol, and integrates that data into the ADS-B network infrastructure for dissemination and reporting across the ADS-B network. The method enables the use of and dissemination of ADS-B information for ground vehicles without the need for ADS-B transponders on each ground vehicle.

Claims

1. A method for tracking, processing and integrating data from a plurality of vehicles in an airport environment, the method including steps of: collecting data from the plurality of vehicles using a non-ADS-B network, wherein the data includes positional data of each of the plurality of vehicles; aggregating the data from each of the plurality of vehicles into a single combined data stream having an ADS-B data format; and transmitting the combined data stream to an ADS-B network.

2. The method of claim 1, wherein the positional data for the plurality of vehicles is transmitted to the ADS-B network using a single ADS-B transponder.

3. The method of claim 2, wherein the data collected from the plurality of vehicles is collected using at least one of a GPS-enabled device, a “here-I-am” system or a “there-you-are” system.

4. The method of claim 3, wherein the “there-you-are” system collects the positional data of the plurality of vehicles and transmits the data to a data processor.

5. The method of claim 3, wherein the data collected is disseminated locally or globally using the ADS-B network.

6. The method of claim 1, wherein the step of aggregating the data is implemented by a data processor.

7. The method of claim 1, wherein the step of transmitting the single combined data stream is implemented by an ADS-B broadcaster.

8. The method of claim 1, wherein each of the plurality of vehicles is a ground vehicle.

9. The method of claim 1, wherein the step of aggregating data includes: converting the data from each of the plurality of vehicles into a plurality of separate data packets, each data packet having a compatible ADS-B data protocol; and combining the plurality of separate data packets into the single combined ADS-B data stream.

10. The method of claim 1, wherein the step of collecting date from the plurality of vehicles includes using non-ADS-B transponders.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows an embodiment of a portions of system according to the present invention; and

(2) FIG. 2 shows an embodiment of portions of a method according to the present invention.

DETAILED DESCRIPTION

(3) The method and system disclosed herein determines the identity of, tracks, and transmits the location of individual airport ground vehicles and assets. The method and system 10 includes a link between a Local Airport Surface Network 100 and a Global ADS-B Network 200. The Local Airport Surface Network 100 can comprise tracked assets or vehicles 110 via a base receiver 150 further described below. The Global ADS-B Network 200 can comprise an ADS-B satellite network and an ADS-B ground-based telecommunications network further described below. See FIG. 1.

(4) The system 10 can use any number of the commercially available tracking solutions available on the market or can rely on any type of specially designed trackers. In one embodiment, a so-called “Here I Am” tracking method or system is used where a tracking unit continually tracks its own location, creates a “here I am” ping, and transmits the ping to the base receiver 150. The tracking system is so-called “Here I Am” because it is the tracking unit itself that creates the ping that is sent to the base receiver 150. In one version, a GPS-based tracking unit mounted in a vehicle 110 is used. In another version, a tracking program or service on a cell phone or other cellular-equipped device is used. In a further version, specially designed GPS-enabled devices are used. Any type of tracking unit can be implemented with the present method as long as these units continually track and transmit the location of the asset or vehicle 110 to the base receiver 150. The location can be transmitted to the base receiver 150 via a cellular network, Wi-Fi network, or other suitable network methods.

(5) In another embodiment, an off-vehicle technology or tracking method, e.g., a so-called “There You Are” tracking method or system is used where the assets or vehicles 110 are “tagged” by an external source and a scanning device is used to sense the presence of and locate a “tagged” asset. The tracking system is so-called “There You Are” because a separate sensor determines the location of the “tagged” asset or vehicle 110, creates a “there you are” location ping, and sends the location ping to the base receiver 150. In one version, a Radio Frequency Identification (RFID) tag is used to “tag” the asset or vehicle 110. The RFID tagged asset or vehicle 110 cannot transmit its own location, but when a GPS-enabled device comes within range of the RFID tagged asset or vehicle 110, the GPS-enabled device approximates the location of the RFID tagged device and transmits the location to the base receiver 150. The location can be transmitted to the base receiver 150 via a cellular network, Wi-Fi network, or other suitable network methods. RFID also includes identification systems with active radio frequency (RF) transmitters. In particular, RFID is not limited to close-range, passive applications, but can be used (with active, powered RF transceivers) for identification over long ranges, on the range of ones or tens of miles or kilometers. Using one or more triangulation technologies, the assets or vehicles 110, such as ground vehicles in an airport, determine their own approximate or exact locations. For example, the locations of the assets or vehicles 110 may be determined within an accuracy of various ranges, such as for example, ten meters, three meters, one meter, or ten centimeters.

(6) The above two examples are presented to illustrate the concept. It is contemplated that any “Here I Am” tracking method, “There You Are” tracking method, or other suitable location tracking methods may be integrated into the present system 10.

(7) Whether the location of the assets or vehicles 110 are determined using the “Here I Am” method, the “There You Are” method, or any other suitable tracking method the method and system disclosed herein involves each asset or vehicle 110 on an airport surface individually transmitting its information to the base receiver 150 using an on-vehicle communication system such as radio, cell, wi-fi or other communication. In one embodiment the base receiver 150 is known as a Local Surface Receiver (LSR). This information can include, for example: the vehicle's location, the vehicle's identification tag, the current operator of the vehicle 110, the current diagnostics of the vehicle 110, and/or other desired information. The base receiver 150 is configured to collect and locally store this information. In one embodiment, a single base receiver is used for the airport. In another embodiment, multiple base receivers 150 are situated throughout the airport. A single base receiver 150 can be used in situations where the airport is smaller and more centralized whereas multiple base receivers 150 may be used in larger airports. In another embodiment, a separate base receiver 150 is used for each type of tracked asset or vehicle 110 throughout the airport. Any number of base receivers 150 and locations of the base receivers 150 is contemplated. The base receivers 150 may be installed at a fixed or movable location at or near the airport but is in any case within range of the communication systems of the assets or vehicles 110.

(8) A data processor 180 is connected to the base receiver 150. In one embodiment, the data processor 180 is a computer identified herein as a Local Airport Surface Processor (LASP). The data processor 180 can be connected to the base receiver 150 via a cable network, a cellular network, a Wi-Fi network, and/or any other suitable connection means. In one embodiment, a single data processor 180 is connected to a single base receiver. 150 In another embodiment, a single data processor 180 is connected to multiple base receivers 150. In a yet further embodiment, multiple data processors 180 are connected to a single base receiver 150. Any configuration of a base receiver 150 and a data processor 180 consistent with the desired use is contemplated.

(9) The data processor 180 is configured to collect at least a portion of the individual vehicle information from the base receiver 150. In one embodiment, the data processor 180 only collects the location information in the base receiver 150 for each individual asset or vehicle 110. In another embodiment, the data processor 180 collects all the information in the base receiver 150 for each individual asset or vehicle 110. Any amount of information consistent with the desired use is contemplated.

(10) Referring to FIG. 2, in one embodiment, the data processor 180 may combine the individual vehicle information, from multiple assets or vehicles 110, into a single combined data stream. Any suitable method or means of combining the individual data points is contemplated. The data processor 180 then converts the combined data stream into a single ADS-B compatible data protocol. In another embodiment, each one of the separate pieces of the individual vehicle information is converted into a separate data packet having a compatible ADS-B data protocol. Once all the separate pieces or data packets are converted into ADS-B data format, the separate pieces or data packets may be combined into a single combined ADS-B data stream. Any means and method of combining and converting the individual vehicle information is contemplated.

(11) Within the boundaries of the established protocol, an ADS-B message can be 112 bits long and consist of five parts. The five parts comprise: a downlink format; capability; International Civil Aviation Organization (ICAO) vehicle address; data/type code; and parity/interrogator ID. The type code helps identify what information is contained in an ADS-B message. Type codes signifiers are as follows: 1-4 signify aircraft identification; 5-8 signify surface position; 9-18 signify airborne position (w/barometric altitude); 19 signifies airborne velocities; 20-22 signify airborne positions (w/global navigation satellite system height); and 23-31 signify other uses.

(12) During this data conversion, each asset or vehicle 110 within the Local Airport Surface Network is assigned a 24-bit ICAO identification and vehicle identification code to uniquely identify it within the Global ADS-B Network 200. In one embodiment, the Global ADS-B Network 200 comprises an Aireon network with at least an Aireon Satellite Network and an Aireon ground-based Aireon Teleport Network, although it is contemplated that any suitable Global ADS-B Network 200 is contemplated. The FAA, in Advisory Circular No. 15/5220-26, has allocated a block of 200 ICAO identification codes for assets or vehicles 110 to enforce a limit of 200 ground vehicle ADS-B devices per airport. However, the maximum number of assets or vehicles 110 that can be incorporated into the single ADS-B data stream of a single ADS-B device in the system 10 is only limited by FAA regulation on the number of ICAO identification codes allowable per airport. Any number of vehicles or assets 110 can be incorporated into the ADS-B data stream.

(13) The data processor 180 is further connected to an ADS-B broadcaster 250. The data processor 180 sends the combined ADS-B data stream to the ADS-B broadcaster 250. In one embodiment, the data processor 180 is connected to a single ADS-B broadcaster 250 that is connected to both an ADS-B satellite network and an ADS-B ground-based telecommunication network. In another embodiment, the data processor 180 is connected to a first ADS-B broadcaster 250 connected to an ADS-B satellite network and the data processor 180 is further connected to a second ADS-B broadcaster 250 connected to an ADS-B ground-based telecommunication network. The data processor 180 is connected to any number of ADS-B broadcasters 250 consistent with the desired use. The data processor 180 is connected to the ADS-B broadcaster 250 via a cable network, a cellular network, a Wi-Fi network, and/or any other suitable connection means.

(14) The ADS-B satellite network can comprise a plurality of linked satellites 290 in orbit around Earth connected to at least one broadcaster 250. The satellite network allows communications between remote stations/broadcasters 250 by “uplinking” and “downlinking” to at least one of the satellites 290 in the network. The ADS-B ground-based telecommunication network can comprise at least one ADS-B broadcast receiver connected to the ATC. The ADS-B broadcast receiver can comprise an antenna connected to the ADS-B broadcaster 250 via a cable network, a cellular network, a Wi-Fi network, and/or any other suitable connection means.

(15) The ADS-B broadcaster 250 transmits or “broadcasts” the ADS-B data stream received from the Local Airport Surface Processor (LASP). The ADS-B data stream can be transmitted simultaneously to both the ADS-B satellite network and the ADS-B ground-based telecommunication network. In another embodiment, the ADS-B data stream can be sent to either the ADS-B satellite network or the ADS-B ground-based communication and then to the other of ADS-B satellite network or the ADS-B ground-based communication. Any order of transmitting the ADS-B data stream is considered.

(16) The purpose of transmitting the ADS-B data stream is for disseminating the airport vehicle positional data to airports, aircraft and other users across the local airport and across the globe. U.S. Pat. No. 7,961,136 presents an example embodiment of receiving and processing ADS-B data. The '136 patent is hereby incorporated herein by reference. It is contemplated that any method of receiving and processing the ADS-B data stream consistent with the desired use is hereby contemplated. For example, a user at a remote location can connect to the ADS-B satellite network by “downlinking” at an ADS-B receiver. This will allow a user to monitor the converted information for an asset or vehicle 110 at a select airport. For example, a user in New York with an ownership interest in certain assets or vehicles 110 at the Hartsfield-Jackson Atlanta International airport can monitor the location and use of their assets or vehicles 110. In another embodiment, an airplane can be outfitted with an “ADS-B In” receiver allowing the airplane to access the ADS-B satellite network and determine the location of assets or vehicles 110 at a select airport before attempting to land at that airport. The “ADS-B In” receiver in the airplane enables pilots to see the asset's location on in-cockpit moving maps. It is further contemplated that regardless of whether the data is transmitted via an ADS-B satellite network and an ADS-B ground-based telecommunication network, the data processor 180 or other computer receiving data therefrom can be configured to display the location of some or all of the tracked assets or vehicles 110 upon a map, either in real time, at fixed time intervals, or in a time-delayed manner via aggregated data. In one example, the map could be a detailed map of the airport that shows the location of the vehicles or assets 110. In another example, the map could be a geographic map of a city, country, or world showing the vehicles or assets 110 across a wide area.

(17) The system and method is further configured to enable the comparison of information received from the base receiver 150 and other vehicle positional data sources to determine any inconsistencies. In an embodiment where the base receiver 150 receives at least two discreet sources of location information for a given asset, the data processor 180 can be further configured to compare that location information. The data processor 180 could be configured to identify and alert to a user of any inconsistencies between the location data sources. For example, if a “Here I Am” signal places the asset or vehicle 110 at location X and a “There You Are” signal for the same time places the asset or vehicle 110 at location Y, the data processor 180 would identify the discrepancy and flag the asset or vehicle 110 for further interrogation, analysis or reporting. The comparison of positional information from discreet sources can be done by any method or means consistent with the desired use.

(18) It is further contemplated that the information in the ADS-B data stream can be compared to the SMR data to check for differences between the data. Identified anomalies may be indicative of technical problems with the trackers, security risks, issues in transference of the data, and/or another possible issue. In one embodiment, the data processor 180 also collects the SMR data and after converting the information from the base receiver 150 to the ADS-B data format compares the ADS-B data and the SMR data for inconsistencies. In another embodiment, the data processor 180 collects the SMR data and compares it directly to the information from the base receiver 150. In a yet further embodiment, a user and/or program at the ATC collects SMR data and is connected to the ADS-B ground-based telecommunications network to collect the ADS-B data stream to compare the SMR data and the ADS-B data stream. Any method of comparing the collected data is considered that is consistent with the purpose described.

(19) The following documents are hereby incorporated herein, in their entirety, by reference: “FAA-E-3032, Airport Ground Vehicle ADS-B Specification” and “FAA Advisory Circular, 150/5220-26, Airport Ground Vehicle Automatic Dependent Surveillance-Broadcast (ADS-B) Out Squitter Equipment.”