초록 ▼

A system and method for determining simultaneously and independently onboard of each aircraft and on the ground at ATC centers utilizing substantially identical surveillance modules for determining the 3D position of all aircraft in an ATC area utilizing a UTC clock to further synchronize all of the

A system and method for determining simultaneously and independently onboard of each aircraft and on the ground at ATC centers utilizing substantially identical surveillance modules for determining the 3D position of all aircraft in an ATC area utilizing a UTC clock to further synchronize all of the surveillance modules on the aircraft and at ground stations. Five ground stations including a master and four slaves communicate with each other and all aircraft in the ATC areas. The same precise 3D position of all aircraft operating in that ATC airspace is simultaneously computed by all the aircraft in that ATC area utilizing the measured distance between the aircraft and ground stations in that area providing full automated support for landing, take-off and taxi operation of the aircraft to a Gate or from a Gate, by using a ground infrastructure of radio communication stations which are operating worldwide within a 16 MHZ frequency spectrum from the existing DME 962-1213 MHZ spectrum. During functioning of the system, any mobile equipped with a dedicated receiver could determine its 2D position on the ground within an airport area or within any ATC area, such mobile being a truck, a car, a boat, a train, a mobile phone, or any other mobile operating in that ATC area and tuned on the frequency of operation of that ATC area.

대표청구항 ▼

A system and method for determining simultaneously and independently onboard of each aircraft and on the ground at ATC centers utilizing substantially identical surveillance modules for determining the 3D position of all aircraft in an ATC area utilizing a UTC clock to further synchronize all of the

A system and method for determining simultaneously and independently onboard of each aircraft and on the ground at ATC centers utilizing substantially identical surveillance modules for determining the 3D position of all aircraft in an ATC area utilizing a UTC clock to further synchronize all of the surveillance modules on the aircraft and at ground stations. Five ground stations including a master and four slaves communicate with each other and all aircraft in the ATC areas. The same precise 3D position of all aircraft operating in that ATC airspace is simultaneously computed by all the aircraft in that ATC area utilizing the measured distance between the aircraft and ground stations in that area providing full automated support for landing, take-off and taxi operation of the aircraft to a Gate or from a Gate, by using a ground infrastructure of radio communication stations which are operating worldwide within a 16 MHZ frequency spectrum from the existing DME 962-1213 MHZ spectrum. During functioning of the system, any mobile equipped with a dedicated receiver could determine its 2D position on the ground within an airport area or within any ATC area, such mobile being a truck, a car, a boat, a train, a mobile phone, or any other mobile operating in that ATC area and tuned on the frequency of operation of that ATC area. locity command value variation rate determining block that calculates a vehicular velocity command value variation rate ΔVCOM(t) on a basis of an absolute value of a deviation between the actual velocity VA(t) and a vehicular velocity command maximum value VSMAXwhich corresponds to the second set vehicular velocity when the preceding vehicle detector detects that the preceding vehicle is absent. 4. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 1, further comprising: a vehicular velocity detector to detect the actual vehicular velocity; an inter-vehicle distance detector to detect an inter-vehicle distance from the vehicle to the preceding vehicle; and an inter-vehicle distance controlling block that provides an inter-vehicle related controlling vehicular velocity command value to maintain the actual inter-vehicle distance at a target inter-vehicle distance on the basis of the detected inter-vehicle distance and the detected vehicular velocity for the vehicular velocity controlling command value determining section, the inter-vehicle related controlling vehicular velocity command value corresponding to the first set vehicular velocity. 5. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 4, further comprising a preceding vehicle detector to detect whether the preceding vehicle is present on the basis of the inter-vehicle distance detected by the inter-vehicle distance detector and wherein the vehicular velocity controlling vehicular velocity command value determining section selects one of the first set vehicular velocity and the second set vehicular velocity which is smaller than the other to the vehicular velocity controlling command value VCOM(t) as the target vehicular velocity when the preceding vehicle detector detects that the preceding vehicle is present and selects the second set vehicular velocity as the vehicular velocity controlling command value VCOM(t) when the preceding vehicle detector detects that the preceding vehicle is absent. 6. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 5, wherein when the inter-vehicle related controlling vehicular velocity command value V*(t) is selectively set as the target vehicular velocity and the set vehicular velocity modification determining section determines that the first set vehicular velocity which corresponds to the inter-vehicle related controlling vehicular velocity command value is modified to the new set vehicular velocity, the variation rate for the vehicular velocity is determined in accordance with the magnitude of the deviation. 7. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 6, wherein the vehicular velocity command value determining block sets the vehicular velocity command value VCOM(t) as the set vehicular velocity in the following manner: VCOM(t)=min[VSMAX,VA(t)+ΔVCOM(t)-VSUB(t)] when VSMAX>VA(t), wherein VSUB(t) denotes a vehicular velocity correction value; VCOM(t)=VSMAX-VSUB(t) when VSMAX=VA(t); and VCOM(t)=max[VSMAX,VA(t)-ΔVCOM(t)-VSUB(t)] when VSMAXA(t) and; VCOM(t)=VCO-VSUB(t) when the preceding vehicle detector detects that the preceding vehicle is present, wherein VCO=min[V*(t), VSMAX]. 8. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 4, further comprising a set switch, an accelerate switch, and a coast switch, and a vehicular velocity command maximum value setting block that sets the actual vehicular velocity VA( t) when the set switch is once ope rated as the vehicular velocity command maximum value VSMAXand updates the original vehicular velocity command maximum value VSMAXto a new vehicular velocity command maximum value VSMAXlower than the original vehicular velocity command value VSMAXby n× a unit of a predetermined velocity whenever the coast switch is operated by the n number of times and updates the original vehicular velocity command maximum value VSMAXto the new vehicular velocity maximum value VSMAXhigher than the original vehicular velocity command value VSMAXby n× the unit of the predetermined velocity whenever the accelerate switch is operated by the n number of times. 9. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 1, wherein as the absolute value of the deviation becomes larger, a vehicular velocity command value variation rate ΔVCOM(t) which corresponds to the variation rate becomes larger to a degree below a predetermined acceleration upper limitation value α. 10. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 9, wherein the vehicular velocity command value variation rate determining section comprises a vehicular velocity command value variation rate determining block that calculates a vehicular velocity command value variation rate ΔVCOM(t) on the basis of an absolute value of a deviation between the actual velocity VA(t) and a vehicular velocity command maximum value VSMAXwhich corresponds to the second set vehicular velocity from a map when the preceding vehicle detector detects that the preceding vehicle is absent, the map being represented in such a manner that as the absolute value of the actual vehicular velocity and the vehicular velocity command maximum value VSMAXbecomes larger, the variation rate becomes larger and as the absolute value of the actual vehicular velocity in a predetermined range and the vehicular velocity command maximum value VSMAXbecomes smaller, the variation rate for the vehicular velocity becomes smaller in the predetermined range. 11. An automatic vehicular velocity controlling system for an automotive vehicle as claimed in claim 1, wherein as an absolute value of the deviation becomes smaller, a vehicular velocity command value variation rate ΔVCOM(t) becomes smaller to a degree above a predetermined acceleration lower limitation value. 12. An automatic vehicular velocity controlling method for an automotive vehicle, comprising; selectively determining a vehicular velocity controlling command value from one of a first set vehicular velocity based on an inter-vehicle distance control for a preceding vehicle which is running ahead of the vehicle and a second set vehicular velocity based on a manual setting depending upon a magnitude of which one is smaller than the other and depending upon whether the preceding vehicle is present; drivingly controlling one of a vehicular engine, a vehicular transmission, and a vehicular brake system to make an actual vehicular velocity substantially equal to the vehicular velocity controlling command value; determining whether a modification of the vehicular velocity controlling command value to a new one is made; and determining a deviation between the new vehicular velocity command value and the actual vehicular velocity and determines a variation rate for the vehicular velocity to reach to the new vehicular velocity command value when the vehicular velocity command value modification determining section determines that the modification is made in such a manner that as a magnitude of the deviation becomes larger, the variation rate becomes larger and as the magnitude of the deviation becomes smaller, the variation rate becomes smaller. service, in which data on the traffic situation on a route to be traveled in the present direction of travel is received and, from the data on the traffic situation, an anticipated delay in journey time on the route to be travelled is calculated. In order to avoid unnecessary waiting in traffic hold-ups it is provided that the size of the calculated anticipated delay in journey time together with a recommendation to interrupt the journey is displayed if the anticipated delay in journey time in the present direction is greater than a given value.