System and method for optimizing an aircraft trajectory
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G08G-005/04
G08G-005/00
출원번호
US-0949529
(2015-11-23)
등록번호
US-9536435
(2017-01-03)
발명자
/ 주소
Shay, Richard
출원인 / 주소
Double Black Aviation Technology L.L.C.
대리인 / 주소
Sheridan Ross P.C.
인용정보
피인용 횟수 :
6인용 특허 :
58
초록▼
Systems and methods of the present invention are provided to generate a plurality of flight trajectories that do not conflict with other aircraft in a local area. Interventions by an air traffic control system help prevent collisions between aircraft, but these interventions can also cause an aircra
Systems and methods of the present invention are provided to generate a plurality of flight trajectories that do not conflict with other aircraft in a local area. Interventions by an air traffic control system help prevent collisions between aircraft, but these interventions can also cause an aircraft to substantially deviate from the pilot's intended flight trajectory, which burns fuels, wastes time, etc. Systems and methods of the present invention can assign a standard avoidance interval to other aircraft in the area such that a pilot's aircraft does not receive an intervention by an air traffic control system. Systems and methods of the present invention also generate a plurality of conflict-free flight trajectories such that a pilot or an automated system may select the most desirable flight trajectory for fuel efficiency, speed, and other operational considerations, etc.
대표청구항▼
1. A method for automatically determining a plurality of conflict-free flight trajectories for a first aircraft, comprising: providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a f
1. A method for automatically determining a plurality of conflict-free flight trajectories for a first aircraft, comprising: providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a flight management system;providing information regarding a first aircraft moving in space according to a first state vector;providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector of said first aircraft, said first flight trajectory including a descent phase for said first aircraft, said first flight trajectory being optimized for a first parameter;comparing, by said at least one electronic device, said first flight trajectory to said second state vector of said second aircraft to determine a miss distance between said first aircraft and said second aircraft;comparing, by said at least one electronic device, said miss distance to said standard avoidance interval of said second aircraft to confirm that said miss distance is greater than said standard avoidance interval;providing information regarding an upper air speed and a lower air speed below a Mach-CAS transition altitude;comparing, by said at least one electronic device, a speed profile of said first flight trajectory to said upper air speed and said lower air speed to confirm that said speed profile of said first flight trajectory is less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude;determining, by said at least one electronic device, a second flight trajectory for said first aircraft based on said first state vector of said first aircraft, said second flight trajectory including a descent phase for said first aircraft, said second flight trajectory being distinct from said first flight trajectory; andreceiving, by said flight management system, one of said first and second flight trajectories to optimize a total energy state of said first aircraft, said flight trajectory received before a top-of-descent point of said selected trajectory. 2. The method of claim 1, further comprising: comparing, by said at least one electronic device, said second flight trajectory to said second state vector of said second aircraft to determine a second miss distance between said first aircraft and said second aircraft;comparing, by said at least one electronic device, said second miss distance to said standard avoidance interval of said second aircraft to confirm that said second miss distance is greater than said standard avoidance interval; andcomparing, by said at least one electronic device, a speed profile of said second flight trajectory to said upper air speed and said lower air speed to confirm that said speed profile of said second flight trajectory is less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude; andreceiving, by said flight management system, one of said first and second flight trajectories to optimize said total energy state of said first aircraft, said flight trajectory received before a top-of-descent point of said selected trajectory. 3. The method of claim 1, further comprising: providing information regarding said second aircraft moving in space according to a known flight trajectory;comparing, by said at least one electronic device, said first flight trajectory to said known flight trajectory of said second aircraft to determine a plurality of miss distances between said first aircraft and said second aircraft along said known flight trajectory of said second aircraft; andcomparing, by said at least one electronic device, said plurality of miss distances to said standard avoidance interval of said second aircraft to confirm that said second miss distance is greater than said standard avoidance interval. 4. The method of claim 1, wherein: said first flight trajectory being optimized for fuel efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum fuel allowance, and wherein said pilot selects a flight trajectory from one of said plurality of first flight trajectories and said second flight trajectory to optimize said total energy state of said first aircraft. 5. The method of claim 1, wherein: said first flight trajectory being optimized for time efficiency, wherein a plurality of first flight trajectories range between said first flight trajectory and a first flight trajectory that uses a maximum time allowance, and wherein said pilot selects a flight trajectory from one of said plurality of first flight trajectories and said second flight trajectory to optimize said total energy state of said first aircraft. 6. The method of claim 1, wherein: said first flight trajectory is determined by generating a horizontal path that is optimized for said first parameter, then generating a vertical path that is optimized for said first parameter. 7. The method of claim 1, wherein: said standard avoidance interval defines an enclosed volume surrounding said second aircraft. 8. The method of claim 7, wherein: said enclosed volume of said standard avoidance interval comprises a cylindrical shape, said top and bottom surfaces of said enclosed volume defined by a vertical separation distance, and said circumferential surface of said enclosed volume defined by a radial distance. 9. The method of claim 7, wherein: said enclosed volume of said standard avoidance interval comprises a spheroid shape that is dependent on at least one of the speed, performance, size, configuration and type of aircraft, proximity to an ATC boundary or airport, and point in the flight trajectory. 10. The method of claim 1, wherein: said plurality of conflict-free flight trajectories includes a first segment wherein said first aircraft has a first speed profile and a second segment wherein said first aircraft has a second speed profile, wherein said first speed profile and said second speed profile are distinct. 11. The method of claim 1, further comprising: comparing, by said at least one electronic device, said first flight trajectory to a weather event to confirm said first flight trajectory does not conflict with said weather event. 12. A method for automatically determining a plurality of traffic avoidance waypoints for conflict-free flight trajectories for a first aircraft, comprising: Providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of traffic avoidance waypoints and providing a flight management system;providing information regarding a first aircraft moving in space according to a first state vector;providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector of said first aircraft, said first flight trajectory including one of a descent phase and a climb phase for said first aircraft, said first flight trajectory having a ground path;comparing, by said at least one electronic device, said first flight trajectory to said second state vector of said second aircraft to determine a miss distance between said first aircraft and said second aircraft when said first aircraft is located at a miss point on said first flight trajectory, wherein said standard avoidance interval of said second aircraft is greater than said miss distance, and wherein a reference point is located on said ground path of said first flight trajectory below said miss point;determining, by said at least one electronic device, a plurality of traffic avoidance waypoints at various altitudes above said reference point, wherein each traffic avoidance waypoint has a miss distance relative to said second state vector of said second aircraft that is larger than said standard avoidance interval of said second aircraft;providing information regarding an upper air speed and a lower air speed below a Mach-CAS transition altitude;comparing, by said at least one electronic device, speed profiles of flight trajectories through each traffic avoidance waypoint to said upper air speed and said lower air speed to confirm that said speed profiles of flight trajectories through each traffic avoidance waypoint are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude; andselecting, by a pilot of said first aircraft, a traffic avoidance waypoint from said plurality of traffic avoidance waypoints to optimize a total energy state of said first aircraft, and wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected traffic avoidance waypoint. 13. The method of claim 12, further comprising: providing information regarding a third aircraft moving in space according to a third state vector, said third aircraft having a standard avoidance interval extending in at least one direction from said third aircraft;comparing, by said at least one electronic device, said first flight trajectory to said third state vector of said third aircraft to generate a second miss distance between said first aircraft and said third aircraft when said first aircraft is located at a second miss point on said first flight trajectory, wherein said standard avoidance interval of said third aircraft is greater than said second miss distance, and wherein a second reference point is located on said ground path of said first flight trajectory below said second miss point;determining, by said at least one electronic device, a plurality of second traffic avoidance waypoints at various altitudes above said second reference point, wherein each second traffic avoidance waypoint has a miss distance relative to said third state vector of said third aircraft that is larger than said standard avoidance interval of said third aircraft;comparing, by said at least one electronic device, second speed profiles of flight trajectories through each second traffic avoidance waypoint to said upper air speed and said lower air speed to confirm that said second speed profiles of flight trajectories through each second traffic avoidance waypoint are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude; andselecting, by said pilot of said first aircraft, a second traffic avoidance waypoint from said plurality of second traffic avoidance waypoints to optimize said total energy state of said first aircraft, and wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected second traffic avoidance waypoint. 14. The method of claim 12, wherein: said traffic avoidance waypoint is selected based on fuel efficiency. 15. The method of claim 12, wherein: said traffic avoidance waypoint is selected based on time efficiency. 16. The method of claim 12, further comprising: determining, by said at least one electronic device, a second flight trajectory for said first aircraft based on said selected traffic avoidance waypoint, said second flight trajectory comprising a first segment having a first speed profile and a second segment having a second speed profile, wherein said first segment is joined to said second segment at said selected traffic avoidance waypoint, and said first speed profile is distinct from said second speed profile. 17. The method of claim 12, further comprising: determining, by said at least one electronic device, a second flight trajectory for said first aircraft based on said selected traffic avoidance waypoint, said second flight trajectory comprising a segment having a brachistochronic speed profile passing through said selected traffic avoidance waypoint. 18. The method of claim 12, further comprising: providing information regarding an icing event having a volume;determining, by said at least one electronic device, a plurality of energy management waypoints at various altitudes above said ground path of said first flight trajectory, wherein said plurality of energy management waypoints avoid said volume of said icing event; andselecting an energy management waypoint from said plurality energy management waypoints, wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected energy management waypoint. 19. The method of claim 18, wherein said icing event is a supercooled cloud, wherein at least a portion of said volume of said icing event has a temperature between −5° C. and 2° C. 20. The method of claim 18, wherein said plurality of energy management waypoints at least partially overlaps with said plurality of traffic avoidance waypoints. 21. The method of claim 12, further comprising: providing information regarding a turbulence event having a volume;determining, by said at least one electronic device, a plurality of energy management waypoints at various altitudes above said ground path of said first flight trajectory, wherein said plurality of energy management waypoints avoid said volume of said turbulence event; andselecting an energy management waypoint from said plurality energy management waypoints, wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected energy management waypoint. 22. The method of claim 21, wherein at least a portion of said turbulence event has a Reynolds Number greater than 5000. 23. A system for automatically determining a plurality of conflict-free trajectories for a first aircraft, comprising: a local data device that determines a first state vector for a first aircraft, said local data device sends said first state vector for said first aircraft to a trajectory generation device;a transmitted data device that determines a second state vector for a second aircraft, said transmitted data device sends said second state vector for said second aircraft to said trajectory generation device;said trajectory generation device assigns a standard avoidance interval to said second aircraft, said standard avoidance interval extends in at least one direction from said second aircraft, said trajectory generation device determines a plurality of flight trajectories based on said first state vector of said first aircraft, said trajectory generation device compares each flight trajectory to said second state vector of said second aircraft to determine a plurality of miss distances, said trajectory generation device confirms that each miss distance is greater than said standard avoidance interval for said second aircraft;a display unit operably interconnected to said trajectory generation device, said display unit displays said plurality of conflict-free flight trajectories,an input user interface operably interconnected to said display unit and a flight management system, said input user interface configured to receive an input from a pilot of said first aircraft to select a conflict-free fight trajectory from said plurality of conflict-free flight trajectories, said input user interface sends said selected conflict-free flight trajectory to said flight management system; andsaid flight management system receives said conflict-free flight trajectory from said plurality of conflict-free flight trajectories, wherein said flight management system first optimizes and then executes said received conflict-free flight trajectory, and said first aircraft travels on said received conflict-free flight trajectory. 24. The system of claim 23, further comprising: an onboard traffic device that is operably interconnected to said transmitted data device and said trajectory generation device;an internet-based data device that determines another state vector for said second aircraft, wherein said onboard traffic device synthesizes said state vector for said second aircraft from both said transmitted data device and said internet-based data device, and sends said synthesized state vector for said second aircraft to said trajectory generation device. 25. The system of claim 23, further comprising: an air data device that determines at least one of airspeed data and atmospheric data surrounding said first aircraft, and said air data device sends said data to said trajectory generation device. 26. A method for automatically determining a plurality of conflict-free flight trajectories for a first aircraft, comprising: providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a flight management system;providing information regarding a first aircraft moving in space according to a first state vector;providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;determining, by said at least one electronic device, a plurality of first flight trajectories for said first aircraft based on said first state vector of said first aircraft, said plurality of first flights trajectories each include at least one of a descent phase and a climb phase for said first aircraft, said plurality of first flight trajectories being optimized for said total energy state of said first aircraft;comparing, by said at least one electronic device, a plurality of miss distances between said plurality of first flight trajectories and said second state vector of said second aircraft to said standard avoidance interval of said second aircraft to confirm that said plurality of miss distances is greater than said standard avoidance interval;providing information regarding an upper air speed and a lower air speed below a Mach-CAS transition altitude;comparing, by said at least one electronic device, speed profiles of said plurality of first flight trajectories to said upper air speed and said lower air speed to confirm that said speed profiles of said plurality of first flight trajectories are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude;determining, by said at least one electronic device, a plurality of second flight trajectories for said first aircraft based on said first state vector of said first aircraft, said plurality of second flights trajectories each include at least one of a descent phase and a climb phase for said first aircraft, said plurality of second flight trajectories being optimized for said total energy state of said first aircraft;comparing, by said at least one electronic device, a plurality of miss distances between said plurality of second flight trajectories and said second state vector of said second aircraft to said standard avoidance interval of said second aircraft to confirm that said plurality of miss distances is greater than said standard avoidance interval of said second aircraft;comparing, by said at least one electronic device, speed profiles of said plurality of second flight trajectories to said upper air speed and said lower air speed to confirm that said speed profiles of second flight trajectories are less than said upper air speed and greater than said lower air speed when said first aircraft is below said Mach-CAS transition altitude; andcombining, by said at least one electronic device, said plurality of first flight trajectories with said plurality of said second flight trajectories to form a plurality of conflict-free flight trajectories that can be received and executed by the flight management system. 27. The method of claim 26, wherein: said combining of said plurality of first flight trajectories with said plurality of said second flight trajectories is performed by at least one of a union operation, an intersection operation, a set difference operation, and a symmetric difference operation. 28. The method of claim 26, further comprising: providing information regarding a third aircraft moving in space according to a third state vector, said third aircraft having a standard avoidance interval extending in at least one direction from said third aircraft;comparing, by said at least one electronic device, a plurality of miss distances between said plurality of first flight trajectories and said third state vector of said third aircraft to said standard avoidance interval of said third aircraft to confirm that said plurality of miss distances is greater than said standard avoidance interval. 29. The method of claim 1, wherein: said upper air speed is less than the ratio of the maximum operating limit speed over the maximum operating Mach number, and said lower air speed is greater than the minimum control speed. 30. The method of claim 12, wherein: said first flight trajectory is said descent phase for said first aircraft, and said pilot of said first aircraft selects said traffic avoidance waypoint from said plurality of traffic avoidance waypoints before a top-of-descent point of said selected trajectory. 31. A method for automatically determining at least one traffic avoidance waypoint for conflict-free flight trajectories for a first aircraft, comprising: providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining at least one traffic avoidance waypoint and providing a flight management system;providing information regarding a first aircraft moving in space according to a first state vector;providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector of said first aircraft;determining, by said at least one electronic device, at least one traffic avoidance waypoint, wherein each traffic avoidance waypoint has a miss distance relative to said second state vector of said second aircraft that is larger than said standard avoidance interval of said second aircraft;selecting a traffic avoidance waypoint from said at least one traffic avoidance waypoint based on at least one parameter, and wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected traffic avoidance waypoint;providing information regarding a third aircraft moving in space according to a third state vector, said third aircraft having a standard avoidance interval extending in at least one direction from said third aircraft;determining, by said at least one electronic device, at least one second traffic avoidance waypoint, wherein each second traffic avoidance waypoint has a miss distance relative to said third state vector of said third aircraft that is larger than said standard avoidance interval of said third aircraft; andselecting a second traffic avoidance waypoint from said at least one second traffic avoidance waypoint based on at least one parameter, and wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected second traffic avoidance waypoint. 32. A method for automatically determining at least one traffic avoidance waypoint for conflict-free flight trajectories for a first aircraft, comprising: providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining at least one traffic avoidance waypoint and providing a flight management system;providing information regarding a first aircraft moving in space according to a first state vector;providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;determining, by said at least one electronic device, a first flight trajectory for said first aircraft based on said first state vector of said first aircraft;determining, by said at least one electronic device, at least one traffic avoidance waypoint, wherein each traffic avoidance waypoint has a miss distance relative to said second state vector of said second aircraft that is larger than said standard avoidance interval of said second aircraft;selecting a traffic avoidance waypoint from said at least one traffic avoidance waypoint based on at least one parameter, and wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected traffic avoidance waypoint;providing information regarding at least one of an icing event and a turbulence event having a volume;determining, by said at least one electronic device, at least one energy management waypoint, wherein said at least one energy management waypoint avoids said volume of said at least one of said icing event and said turbulence event; andselecting an energy management waypoint from said at least one energy management waypoint, wherein said flight management system receives and executes a flight trajectory so that said first aircraft travels through said selected energy management waypoint. 33. A method for automatically determining a plurality of conflict-free flight trajectories for a first aircraft, comprising: providing a traffic avoidance spacing system having at least one electronic device to process instructions for determining a plurality of flight trajectories and providing a flight management system;providing information regarding a first aircraft moving in space according to a first state vector;providing information regarding a second aircraft moving in space according to a second state vector, said second aircraft having a standard avoidance interval extending in at least one direction from said second aircraft;comparing, by said at least one electronic device, at least one first miss distance between at least one first flight trajectory and said second state vector of said second aircraft to said standard avoidance interval of said second aircraft to confirm that said at least one first miss distance is greater than said standard avoidance interval;comparing, by said at least one electronic device, at least one second miss distance between at least one second flight trajectory and said second state vector of said second aircraft to said standard avoidance interval of said second aircraft to confirm that said at least one second miss distance is greater than said standard avoidance interval of said second aircraft;providing information regarding a third aircraft moving in space according to a third state vector, said third aircraft having a standard avoidance interval extending in at least one direction from said third aircraft;comparing, by said at least one electronic device, at least one third miss distance between said at least one first flight trajectory and said third state vector of said third aircraft to said standard avoidance interval of said third aircraft to confirm that said at least one third miss distance is greater than said standard avoidance interval; andcombining, by said at least one electronic device, said at least one first flight trajectory, said at least one second flight trajectory, and said at least one third flight trajectory to form a plurality of conflict-free flight trajectories that can be received and executed by said flight management system.
Boorman, Daniel J.; Griffin, III, John C.; Gunn, Peter D.; Mumaw, Randall J., Apparatuses and methods for displaying and receiving tactical and strategic flight guidance information.
Boorman, Daniel J.; Griffin, III, John C.; Gunn, Peter D.; Mumaw, Randall J., Apparatuses and methods for displaying and receiving tactical and strategic flight guidance information.
Boorman, Daniel J.; Griffin, III, John C.; Gunn, Peter D.; Mumaw, Randall J., Apparatuses and methods for displaying and receiving tactical and strategic flight guidance information.
Boorman, Daniel J.; Griffin, III, John C.; Gunn, Peter D.; Mumaw, Randall J., Apparatuses and methods for displaying and receiving tactical and strategic flight guidance information.
Boorman, Daniel J.; Griffin, III, John C.; Gunn, Peter D.; Mumaw, Randall J., Apparatuses and methods for displaying and receiving tactical and strategic flight guidance information.
Boorman, Daniel J.; Griffin, III, John C.; Gunn, Peter D.; Mumaw, Randall J., Apparatuses and methods for displaying and receiving tactical and strategic flight guidance information.
Winkler, Falk; Fouet, Guillaume; Menras, Didier, Device for aiding the guidance of a follower aircraft forming part of a patrol, as well as a system for aiding a patrol flight comprising such a device.
Winkler, Falk; Fouet, Guillaume; Menras, Didier, Device for determining a flight trajectory of a follower aircraft during a patrol flight, as well as a system for aiding a patrol flight comprising such a device.
Murray Daniel J. ; Griffin ; III John C. ; Turner Bruce L. ; Gunn Peter D. ; Twiggs Thomas E. ; VonJouanne Henry V. ; Schraw George W. ; Tracy Ann M., Method and apparatus for an improved flight management system providing for linking of an outbound course line from a pr.
Giovannini, Andrea; Pastre, Thomas, Method and device for aiding the evaluation of a flight trajectory intended to be followed by an aircraft in a constrained environment.
Artini,Franck, Method and device for automatically determining a capture trajectory of a flight trajectory for an aircraft, as well as a procedure and system for automatic guidance of an aircraft.
Potagnik, Nicolas; Perrie, Jean-Damien; Bourret, Thierry; Muller, Jean; Lanterna, Florent, Method and device for automatically monitoring the ability of an aircraft to follow a flight trajectory with at least one turn.
Meunier, Hugues; Marty, Nicolas; Sallier, Aurélie, Method of protecting an aircraft by signalling against the risks of collision with the terrain in procedures with reduced protection corridor.
Griffin, III,John C.; Sandell,Gordon R. A.; Gunn,Peter D.; Pullen,Charles A.; Wiedemann,John, Methods and systems for automatically displaying information, including air traffic control instructions.
Mumaw,Randall J.; Boorman,Daniel J.; Bresley,William M.; Griffin, III,John C.; Gunn,Peter D., Methods and systems for graphically displaying sources for and natures of aircraft flight control instructions.
Subbu, Rajesh Venkat; Xue, Feng; Castillo-Effen, Mauricio; Klooster, Joel Kenneth; Hochwarth, Joachim Karl; Torres, Sergio; Chen, Weiwei, Methods and systems for managing air traffic.
Subbu, Rajesh Venkat; Xue, Feng; Castillo-Effen, Mauricio; Klooster, Joel Kenneth; Hochwarth, Joachim Karl; Torres, Sergio; Chen, Weiwei, Methods and systems for managing air traffic.
Sandell,Gordon R. A.; Griffin, III,John C.; Gunn,Peter D.; Pullen,Charles A., Systems and methods for handling aircraft information received from an off-board source.
Lewis, Michael S.; Holland, Reza T., Systems and methods for real-time conflict-checked, operationally preferred flight trajectory revision recommendations.
Nouvel, Christian; Bacabara, Corinne; Perbet, Jean-Noel, Viewing device for aircraft comprising means of displaying trajectories of intruders presenting a risk of collision in all the space surrounding the aircraft.
Rodriguez Montejano, Rosa Maria; Taboso Ballesteros, Pedro; Perez Villar, Victor; Cano Serrano, Florencio; Costas, David; Garcia, Javier, Mobile multilateration systems and related methods.
※ AI-Helper는 부적절한 답변을 할 수 있습니다.