Interval Management Using Data Overlay

CROSS REFERENCE TO RELATED APPLICATIONS:

This application is related to and claims the benefit and priority of U.S. Provisional Patent Application No. 61/845,864, filed July 12, 2013, the entirely of which is hereby incorporated herein by reference. This application is also a continuation-in-part of, and claims the benefit and priority of, U.S. Patent Application 12/105,248, filed April 17, 2008, the entirety of which is hereby incorporated herein by reference, which claims the priority of U.S. Provisional Application No. 60/926,126, filed April 24, 2007, the entirety of which is also hereby incorporated herein by reference.

BACKGROUND:

Field:

Computer assistance in interval management may be beneficial in a number of ways. For example, digital communication of interval management instructions or information related to interval management may beneficially be communicated to aircraft with respect to other aircraft. This information may be communicated overlaid on air traffic control (ATC) communications, or otherwise.

Description of the Related Art:

Airborne applications can benefit from a data link. In particular, airborne applications that are complex and utilize large amounts of data may benefit from data links. However, bandwidth for such applications is currently limited. Global coordination for a common data link is becoming a challenge. Additionally, the use of existing data links for such applications are expensive. Such use is costly on a per bit basis, as well as on a per service basis. A new unit on aircraft is conventionally required for such use. SUMMARY:

According to certain embodiments, a method can provide interval management by encoding an overlay message onto a provided modulated air traffic control (ATC) signal. The method can include employing a selected overlay modulation protocol. The method can also include modulating the provided modulated ATC signal with the overlay message using the selected overlay modulation protocol. The provided modulated ATC signal can be modulated with a pulse position modulation protocol. The overlay message can be configured to provide interval management with respect to a flight path of a target aircraft. The ATC signal can be independently demodulatable from the overlay message. The ATC signal modulated with the overlay message can be recognizable as an ATC signal by legacy ATC equipment.

In certain embodiments, a method can create a data link for interval management. The method can include encoding a first data stream into an avionics signal using a first modulation protocol to create a modulated avionics signal. The method can also include modulating the modulated avionics signal with a second data stream using a second modulation protocol to create an overlay-modulated signal. The second data stream can be configured to provide interval management with respect to a flight path of a target aircraft. The method can also include transmitting the overlay-modulated signal through a transponder. The method can further include receiving the overlay-modulated signal in a receiver. The method can additionally include extracting the second data stream from the overlay-modulated signal by using a second demodulation protocol. The method can also include extracting the first data stream from the overlay- modulated signal by using a first demodulation protocol.

A method, in certain embodiments, can create a data link for interval management. The method can include encoding a first data stream into an avionics signal using a first modulation protocol to create a modulated avionics signal. The method can also include modulating the modulated avionics signal with a second data stream using a second modulation protocol to create an overlay-modulated signal, wherein the second data stream is configured to provide interval management with respect to a flight path of a target aircraft. The method can further include transmitting the overlay-modulated signal through a transponder to enable control an aircraft with respect to the target aircraft.

A method of interval management, according to certain embodiments, can include obtaining a spacing goal for an aircraft relative to a target aircraft. The method can also include determining clearance instructions for the aircraft, wherein the speed guidance is based on the spacing goal. The method can further include transmitting the clearance instructions in a computer-readable format to the aircraft, wherein the instructions are provided by an overlay-modulated signal of a provided modulated air traffic control (ATC) signal, and wherein the instructions are configured to enable control of the aircraft to achieve the spacing goal.

BRIEF DESCRIPTION OF THE DRAWINGS:

For proper understanding of the invention, reference should be made to the accompanying drawings, wherein:

Figure 1 illustrates a system according to certain embodiments.

Figure 2 illustrates a method according to certain embodiments.

Figure 3 illustrates another method according to certain embodiments. Figure 4 illustrates a further method according to certain embodiments. Figure 5 illustrates an apparatus according to certain embodiments.

DETAILED DESCRIPTION:

Using an existing frequency and existing equipment can provide a global data link for airborne applications. Embodiments consistent with the certain embodiments of the present invention may use existing 1090 MHz airborne surveillance systems. Moreover, such embodiments may use existing ADS-B ground stations and infrastructure including, without limitation, System Wide Information Management (SWIM).

1090 MHz phase enhancement technology, which can also be referred to as data overlay, can be readily used to provide additional bandwidth to support airborne application needs. Embodiments of certain embodiments of the present invention may be used to, among other things, provide: interval management target aircraft flight path information; runway contaminants downlink and uplink for Runway Overrun Prevention System (ROPS); airport traffic flow management; and FAA Block 2 data communication for trajectory-based operations. Certain embodiments can be used in other contexts as well, such as with respect to wake vortices.

Figure 1 illustrates a system according to certain embodiments. As shown in Figure 1, the system can include a first aircraft 1 10, a second aircraft 120, and a third aircraft 130. Although these aircraft are illustrated as fixed wing aircraft, any kind of aircraft can be used including aerostats and aerodynes, fixed-wing and rotorcraft, powered and unpowered, jet propulsion, and propeller driven aircraft. Other kinds of aircraft are also permitted. The system can also include at least one air traffic control 140. Air traffic control 140 can be a tower at an airport, aircraft carrier, landing strip, or the like. Alternatively or in addition air traffic control 140 can include regional or national air traffic control facilities and equipment. Air traffic control 140 can be implemented as a network of ground-based facilities that communicate with one another using microwave links, fiber-optic networks, or other communication channels.

Each of the aircraft and air traffic control 140 can be equipped with a computer and with communication hardware. The computer and communication hardware can include avionics hardware and can be specially adapted and/or structurally configured to perform methods and functions associated with certain embodiments of the present invention.

As shown in Figure 1, air traffic control 140 can be connected to first aircraft 1 10 by a first air-ground datalink. Likewise, air traffic control 140 can be connected to second aircraft 120 by a second air-ground datalink and to a third aircraft 130 by a third air-ground datalink. Additionally, the first aircraft 1 10 can be connected to the second aircraft 120 by a first inter-aircraft datalink and to a third aircraft 130 by a second inter-aircraft datalink. Although the links are shown as point-to-point links, the communications can be broadcast or relayed. A direct link between the second aircraft 120 and the third aircraft 130 is not shown but may be present. Other aircraft and other air traffic control stations can also be present and may each have their own datalinks. The datalinks may, for example, by provided by data overlaid on an air traffic control (ATC) signal.

In Figure 1, three forms of separation are shown amongst the aircraft. There can be a vertical separation, namely the difference in altitude between two aircraft. There can also be a horizontal separation, namely a spacing in-trail between two aircraft. There can also be a lateral separation, namely a spacing along a parallel path. Although these three separations are identified, corresponding to separations in the x, y, and z dimensions for the first aircraft 1 10, separation can be a combination of these. Furthermore, it should be understood that separation may also apply to planes that are not aligned or parallel with one another.

Figure 2 illustrates a method according to certain embodiments. The method may be a method of providing interval management by encoding an overlay message onto a provided modulated air traffic control (ATC) signal.

As shown in Figure 2, a method can include, at 210, employing a selected overlay modulation protocol. The method can also more particularly include, at 220, modulating a provided modulated ATC signal with the overlay message using the selected overlay modulation protocol. The provided modulated ATC signal can be modulated with a pulse position modulation protocol. The overlay message can be configured to provide interval management with respect to a flight path of a target aircraft. Furthermore, the ATC signal can be independently demodulatable from the overlay message. Also, the ATC signal modulated with the overlay message can be recognizable as an ATC signal by legacy ATC equipment. Legacy ATC equipment here can refer to ATC equipment that is not equipped to demodulate the overlay modulation.

Figure 3 illustrates another method according to certain embodiments. The method may be a method for creating a data link for interval management. As shown in Figure 3, the method can include, at 310, encoding a first data stream into an avionics signal using a first modulation protocol to create a modulated avionics signal. The method can also include, at 320, modulating the modulated avionics signal with a second data stream using a second modulation protocol to create an overlay-modulated signal. The second data stream can be configured to provide interval management with respect to a flight path of a target aircraft. The method can further include, at 330, transmitting the overlay- modulated signal through a transponder.

Additionally, the method can include, at 340, receiving the overlay- modulated signal in a receiver. Furthermore, the method can include, at 350, extracting the second data stream from the overlay-modulated signal by using a second demodulation protocol. Furthermore, the method can include, at 360, extracting the first data stream from the overlay-modulated signal by using a first demodulation protocol.

Figure 4 illustrates a further method according to certain embodiments. The method can be a method of interval management. The method can include, at 410, obtaining a spacing goal for an aircraft relative to a target aircraft. The method can also include, at 420, determining clearance instructions for the aircraft, wherein the speed guidance is based on the spacing goal. The method can further include, at 430, transmitting the clearance instructions in a computer-readable format to the aircraft. The instructions can be provided by an overlay-modulated signal of a provided modulated air traffic control (ATC) signal. The instructions can be configured to enable control of the aircraft to achieve the spacing goal.

The control of the aircraft can be performed automatically by a computer or manually by a pilot of the aircraft. For example, if the aircraft is an unmanned aerial vehicle (UAV), the instructions may be implemented automatically by the UAV.

The clearance instructions can include any one or more than of the following: target aircraft ID, assigned spacing goal, starting event, achieve-by point, planned termination point, intercept point, target aircraft intended flight path information, and IM clearance type. Additionally, received information can provided directly or indirectly from a target aircraft and can include target aircraft estimated time of arrival ETA to the achieve-by point and/or the intended flight path information. Thus, in certain embodiments such information can be provided directly from the target aircraft as opposed to this information being included in the clearance from the ATC. The clearance instructions can be of various types, such as achieve-by then maintain, maintain current spacing, and turn.

The clearance instructions can be configured to support operation on parallel runways. Furthermore, the clearance instructions can relate to a plurality of target aircraft. For two target operations the method could include sending and receiving a second target identification (ID), second target intended flight path information and a two target spacing type. Also, similar to the single target aircraft, the target aircraft could provide an estimated time of arrival (ETA) to the achieve-by point and/or its intended flight path information.

Figure 5 illustrates an apparatus according to certain embodiments. The apparatus 510 of Figure 5 may be implemented in an aircraft or an ATC facility, such as a ground station, or any of the devices shown or described herein, such as those shown in Figure 1. The apparatus 510 shown in Figure 5 may be configured to perform the methods shown or described herein, such as those shown in Figures 2 through 4. More than one apparatus 510 can be employed in a particular system, and at least one apparatus 510 can be included in each aircraft or ATC.

The apparatus 510 can include at least one processor 520 and at least one memory 530 including computer program instructions. The processor 520 can be one or more central processing unit (CPU) or application specific integrated circuit (ASIC) or field programmable gate array (FPGA). The processor 520 can be part of an avionics system. The memory 530 can be a random access memory (RAM) or a sequential access memory and can be configured to store instructions and/or to serve as a buffer. The memory 530 and processor 520 can be provided on a single chip or separately. The computer program instructions can any suitable computer instructions such as a compiled program or a program written in an interpreted language.

The apparatus 510 can also include a transceiver or transponder including a receiver ( x) 540 and a transmitter (Tx) 550. The transceiver or transponder can be included with the apparatus 510 or optionally can be separate from the apparatus 510. The transceiver or transponder can be equipped with one or more antenna 560, which can be configured for ADS-B communication and/or for other communication.

The apparatus 510 can also include a user interface 570. The user interface 570 can be a graphical user interface and can include peripherals, such as a touch screen, keypad, or other input peripherals. The user interface 570 can be included with or apart from the apparatus 510.

One having ordinary skill in the art will readily understand that the invention as discussed above may be practiced with steps in a different order, and/or with hardware elements in configurations which are different than those which are disclosed. Therefore, although the invention has been described based upon these preferred embodiments, it would be apparent to those of skill in the art that certain modifications, variations, and alternative constructions would be apparent, while remaining within the spirit and scope of the invention. In order to determine the metes and bounds of the invention, therefore, reference should be made to the appended claims.