JP3323571B2 - Aircraft detection device and guidance device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft detecting device capable of continuously detecting an aircraft moving in a control section of a traveling road, and an aircraft guiding device using the detecting device.

[0002]

2. Description of the Related Art For example, when an aircraft travels on a taxiway or the like, the taxiway is divided into a plurality of control sections, and a forward aircraft is controlled based on information on the presence or absence of the aircraft in a certain control section ahead. Blocking control is performed by giving permission to move to or to give a stop command to prevent collisions between aircraft. Therefore, a detection device for detecting an aircraft in each control section is required.

[0003] As a detection device for detecting an aircraft moving on a traveling road such as a taxiway or a runway, for example, U.S. Pat. S. Pa
There is a loop coil system disclosed in the specifications of Japanese Patent No. tent5 _, 027 _, 114 and the like. Further, a method using a light beam or a method using a microwave (for example, Japanese Patent Application No. 3-35
9349, Japanese Patent Application No. 3-349628 and Japanese Patent Application No. 4-
No. 30116).

[0004]

However, for example, in a loop coil type detecting device, a plurality of loop coils must be embedded over a wide range of a taxiway or a runway. In particular, embedding the loop coil in the runway has problems that the surface of the runway is easily damaged by coil embedding, and that if the loop coil is broken, it is difficult to repair it.

Further, a projector and a receiver, or a microwave transmitter and a receiver are arranged opposite to each other with a taxiway or runway interposed therebetween, and an energy beam from the projector or the transmitter is cut off by the aircraft. In the method in which an aircraft is used (or an automobile is used for maintenance), the height at which an energy beam transmitting / receiving transducer is installed is limited to prevent contact with an aircraft wing or the like (ICA).
According to O (International Civil Aviation Organization) specifications, 5
m and a height of 1.3 m or less). For this reason, in a large aircraft, only the wheel or the engine can be detected, and the signal of the aircraft detection from the light receiver or the receiver is interrupted between the front wheel and the rear wheel or the engine as shown in FIG. 17, for example. Therefore, continuous aircraft detection cannot be performed in the control section.

In FIG. 17, a microwave transmitter and a receiver are opposed to each other with a guideway interposed therebetween, and an aircraft (Boeing 7) is arranged.
47) shows the reception output when the energy beam is cut off (the lower side of the figure shows an analog reception signal, the upper side shows the detection signal of the lower analog reception signal), and the front wheel (nose gear) and the rear wheel (nose wheel). It can be seen that the reception output is interrupted between the main gear) and the engine.

[0007] The present invention has been made in view of the above circumstances, and can continuously detect an aircraft in a control section of a taxiway,
It is an object of the present invention to provide an aircraft detection device that can surely know that an aircraft has moved to a forefront region of a control section. It is another object of the present invention to provide a guidance device to which the detection device is applied.

[0008]

For this reason, in the aircraft detection device of the present invention, there is provided an aircraft detection device which is disposed near the entrance of the control section of the traveling road and generates a detection output of the aircraft approach when the radiating energy beam is cut off. One sensor, a plurality of sensors arranged along the traveling path in the control section, a second sensor for generating a detection output when receiving energy emitted from the aircraft, and a plurality of sensors corresponding to the plurality of second sensors, respectively. A self-holding means for generating a detection output indicating presence of an aircraft when the detection output of the second sensor is input with the detection output of the first sensor as a reset input signal and for self-holding the input signal from the second sensor; Circuit, and signal generation means for generating a signal indicating that the aircraft has reached the forefront region of the control section when all of the plurality of self-holding circuits generate output. Ete was constructed.

As the plurality of second sensors, a sound-electric conversion type sensor for converting noise generated from an aircraft into an electric signal can be used. Further, the sound-electric conversion type sensor is provided near a traveling road and converts a sound into an electric signal, and a plurality of electric-signal converters for dividing the electric signal from the sound-electric converter into plural frequency components. , A plurality of envelope detection circuits respectively performing envelope detection of the outputs from the corresponding bandpass filters, and the level of the detection output of the corresponding envelope detection circuit is determined and output when the level is equal to or higher than a predetermined level. A plurality of first level determination means;
An adding means for adding the outputs from the level determining means; and a second level determining means for outputting when the added value level of the adding means is equal to or higher than a predetermined level, and detecting the output from the second level determining means in an aircraft. It was configured as a signal.

[0010] Further, as the plurality of second sensors, a transmission coil and a reception coil buried in proximity to each other on a traveling path are provided, and an electromagnetic sensor for detecting a voltage change induced in the reception coil according to the presence or absence of an aircraft. Inductive sensors can be used. Further, the aircraft guidance device of the present invention to which the detection device is applied generates a detection output of an aircraft escape from the control section when the radiating energy beam is disposed near the exit of the control section of the traveling path and is radiated. While the third sensor is provided, the signal generated from the signal generation means of the aircraft detection device of the present invention and the rising differential of the detection output when the third sensor receives the energy beam again after the energy beam is cut off by the aircraft AND operation means for performing an AND operation with a signal; self-holding the output of the first sensor as a reset input signal; the operation output of the AND operation means as a trigger input signal; and self-holding the trigger input signal. And a holding circuit, which outputs an output signal of a logical value 1 of the self-holding circuit generated by the input of the trigger input signal to a subsequent control section. Kick was a configuration in which the aircraft entry permission signal.

In addition, a third sensor is provided as a guidance device, which is disposed near the exit of the control section of the travel path and generates a detection output of aircraft escape from the control section when the radiating energy beam is cut off. The AND operation of the signal generated from the signal generation means of the aircraft detection device of the present invention and the rising differential signal of the detection output when the third sensor receives the energy beam again after the energy beam is interrupted by the aircraft is performed. A first AND operation unit for performing the operation, and an output of the first sensor as a reset input signal.
2. A first self-holding circuit which uses an operation output of the logical product operation means as a trigger input signal and self-holds the trigger input signal, and a fall of the second sensor on the foremost side of the control section in the detection device according to claim 1. Second AND operation means for performing an AND operation of a differential signal and a sensor test signal having a logical value of 1 when the second sensor is normal, and the first self-hold generated by the input of the trigger input signal A second self-holding circuit that sets an output signal of a logical value 1 of the circuit as a reset input signal, sets an operation output of the second AND operation unit as a trigger input signal, and self-holds the trigger input signal. (2) The output signal of the logical value 1 of the self-holding circuit is used as a signal for permitting the following aircraft to enter this control section.

[0012]

In the configuration of the aircraft detecting apparatus according to the present invention, the first sensor is disposed near the entrance of the control section of the traveling path and detects that the aircraft has entered the control section when the radiating energy beam is cut off. To detect. The second sensor is a plurality of sensors arranged along the traveling path in the control section and emitted from the aircraft (engine noise, infrared rays generated from the engine, or using ultrasonic waves, microwaves, light beams, or the like). A detection output is generated when a radar reflection component is received. A plurality of self-holding circuits are provided in correspondence with the second sensors, and when the detection output of the first sensor is used as a reset input signal and the detection output of the corresponding second sensor is input, the self-holding circuit generates a detection output indicating that an aircraft is present. The input signal from the second sensor is self-held. Accordingly, when the aircraft enters the control section, the output of the self-holding circuit is reset, and thereafter, when the aircraft moves forward in the control section along a predetermined route, a detection output is sequentially generated from the second sensor from the entrance side of the control section. Then, a detection output indicating presence of an aircraft is sequentially generated from the corresponding self-holding circuit, and continuous aircraft detection can be performed. Then, when all the self-holding circuits generate outputs, a signal is generated from the signal generating means, and it is possible to notify that the aircraft has reached the forefront region of the control section.

Further, a sound-electric conversion type sensor is used as the second sensor, and the sound-electric conversion type sensor is installed near the traveling road and converts a sound into an electric signal. A plurality of band-pass filters for dividing an electric signal from the electric converter into a plurality of frequency components, a plurality of envelope detection circuits for respectively performing envelope detection on outputs from the corresponding band-pass filters, and a corresponding envelope detection; A plurality of first level judging means for judging the level of the detection output of the circuit and outputting when the level is equal to or higher than a predetermined level; an adding means for adding the outputs from these level judging means; A second level determining means for outputting at the time described above, wherein the output from the second level determining means is used as an aircraft detection signal, whereby the level of the second level determining means is determined. Aircraft detection range of the second sensor it is possible to appropriately set according to the setting of the decision threshold.

In the configuration of the guidance apparatus according to the present invention, when the aircraft passes the third sensor at the exit of the control section and all the second sensors detect the aircraft, the logical product calculating means outputs a logical value of one. Is output from the self-holding circuit, and the output of the self-holding circuit is used as a signal for permitting the aircraft to enter the rearward control section. Thereby, it is possible to confirm that the aircraft exists in the leading edge area of the control section, and to permit the subsequent aircraft to enter the control section behind.

When the aircraft has passed the third sensor at the exit of the control section and all the second sensors have detected the aircraft, the first AND operation means outputs a logical value of 1; An output of a logical value 1 is generated from the first self-holding circuit. Further, when the aircraft detection signal of the second sensor at the forefront side of the control section in the detection device of the present invention disappears, if the second sensor is normal, the output of the logical value 1 is generated from the second AND operation means. , The output of the logical value 1 is generated from the second self-holding circuit, and the output of the logical value 1 of the second self-holding circuit is used as a signal for permitting the subsequent aircraft to enter this control section.

[0016] This makes it possible to detect that the tail of the aircraft has exited the control section and generate a signal for permitting the subsequent aircraft to enter the control section, thereby shortening the guidance interval between successive aircraft. Becomes possible.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the aircraft detecting apparatus according to the present invention will be described below with reference to the drawings. In FIG. 1 showing the configuration of the first embodiment of the present invention, for example, a taxiway 1 as a travel route on which the aircraft 2 travels on the ground is partitioned into a plurality of control sections. Each control section is provided with a detection device for detecting an aircraft. Such a detection device will be described by taking a control section _xn as an example.

[0018] At the entrance near the control section x _n, for example, transmitters 3 for transmitting a microwave B _i as an energy beam
It consists of a wave receiver 3B for reception of the the A microwave B _i, is checked in the sensor 3 of sandwiching these taxiway 1 as a first sensor which face each other are provided. The check-in sensor 3 is configured to generate the detection output f _in the aircraft enters when microwaves B _i from the wave transmitter 3A is blocked by the airplane 2. Here, the detection output f _in is a negative signal (logical value 0) since they produce in blocking the energy beam. As the first sensor, a sensor using a transmitter / receiver of an ultrasonic wave or a light emitter / receiver of a light beam can be applied.

Further, along the taxiway 1 in the control section _xn , noise sensors S ₁ ,
_{S 2, S 3, ··,} S n are arranged at substantially equal intervals.
These noise sensors _{S 1, S 2, S 3} , ··, S n is the electrical signal it when the energy emitted from an aircraft 2, which is running the taxiway 1 receives the noise from aircraft 2 engines The detection outputs f ₁ , f ₂ , f ₃ ,
.., F _n are generated. Here, the detection outputs f ₁ , f ₂ , f ₃ ,..., F _n are positive signals (logical value 1) because they are generated when energy is received. still,
The second sensor may be a sensor that receives, for example, infrared rays generated by an engine as energy emitted from the aircraft. Further, a combination of a radar that emits an ultrasonic wave, a microwave, or a light beam toward the fuselage of an aircraft and a receiver that receives a reflected component of the radar may be applied.

Further, in the vicinity of the outlet of the control section x _n, composed of a wave receiver 4B which reception of the microwave B _o and transmitters 4A delivering similarly microwave B _o a check-in sensor 3 A checkout sensor 4 is provided, which is arranged to face each other with the guide path 1 interposed therebetween. The check-out sensor 4, a microwave B _o detection output f of the exit from the aircraft control interval x _n when at least a microwave B _o after being cut off by the aircraft 2 is received again from the wave transmitter 4A _This is a configuration that generates ₀ .

FIG. 2 shows the check-in sensor 3 and the chain.
Checkout sensor 4 and each noise sensor S₁, S_Two, S_Three,
・ ・ 、 S_n3 shows a time chart of the detection signal of FIG. Said
Check-in sensor 3 and each noise sensor S₁, S_Two, S_Three,
・ ・ 、 S_nEach detection output f_inAnd f₁, F_Two, F_Three,
・, F_nIs a plurality of self-holding circuits M₁, M_Two, M_Three,
・, M_nRespectively. Self-holding circuit M₁, M
_Two, M_Three, ..., M_nThen, the check-in sensor 3
Output f from the receiver 3B_inThe reset input signal and
Each corresponding noise sensor S₁, S_Two, S_Three,
・, S _nDetection output f₁, F_Two, F_Three, ..., f_nTo
Trigger input signal
Generates an aircraft presence detection output when
This is a configuration for self-holding a rigger input signal. These self-protections
Holding circuit M₁, M_Two, M_Three, ..., M_nIs, for example, a known
It is configured using a fail-safe logic operation oscillator.
Self-holding circuit M₁, M_Two, M_Three, ..., M_nEach detection output
The force knows that the aircraft has reached the forefront region of the control section.
AN as a signal generating means for generating an output signal Z
Input to D gate.

Then, the check-in sensor 3 and the noise sensor
S₁, S_Two, S_Three, ..., S_n, Self-holding circuit M₁,
M_Two, M_Three, ..., M_nAnd book by AND gate 5
The detection device according to the embodiment is configured. Next, the inspection of this embodiment is described.
The operation of the delivery device will be described. First, the aircraft 2 is in the control section x
_nAnd microwave B of the check-in sensor 3_i
Is cut off, the negative detection signal f_i(Logical value
0) is all self-holding circuits M₁, M_Two, M_Three, ..., M
_nTo all the self-holding circuits M₁, M _Two, M_Three,
・, M_nAre reset, and the self-holding circuits M₁,
M_Two, M_Three, ..., M_nOutput signal disappears and logical value 0
Becomes Then, move again in the direction of travel of aircraft 2
Microwave B from transmitter 3A to receiver 3B_iReceive
And f_in= 1 and the self-holding circuit M₁, M_Two, M_Three,
.., M_nTo enter. In this state, the aircraft 2
Interval x_nIf you move further in the direction of travel,
Sound sensor S₁Receives noise from aircraft 2 and outputs detection
f₁= 1 corresponds to the self-holding circuit M₁And enter
Holding circuit M₁From the aircraft detection output
In addition, with this detection output, the noise sensor S₁Detection output f₁Is self
Will be retained. The aircraft 2 travels and then detects this
Noise sensor S_TwoAnd the detection output f_Two= 1, self-protection
Holding circuit M_TwoGenerates an output, and the detection output f_Two= 1 is self-maintenance
Holding circuit M_TwoIs self-holding. Thereafter, in the same way,
Machine 2 is in control section x_nAs you move forward inside
Sound sensor S_Three, S_Four, ..., S_nLogic 1 detection output
f_Three, F _{Four ,}.., f_nOccurs, and each of the self-holding circuits M
_Three, ..., M_nGenerates an output and the noise sensor S_Three,
・, S_nThe output from is self-held. And the last
Noise sensor S_nIs the detection output f_nGenerating a self-holding circuit
M_nGenerates an output, and from AND gate 5, the aircraft
2 is the control section x_nThat you have reached the front area of
An output signal Z = 1 is generated. Using this signal Z, an example
For example, aircraft 2 is in control section x_nThat you moved
report.

Here, the noise sensor has a wide range for detecting an aircraft. For example, the noise sensor S ₁ at the inlet side of the control section x _n in Fig. 1, even when the aircraft 2 has not yet entered the control section x _n, thereby already occurred a detection output by detecting the noise of the aircraft 2 . However, in FIG.
Self-holding circuit M _1, M ₂ in the detection signal f _in = 0 when the energy beam check-sensor 3 is interrupted by,
Since M ₃ ,..., M _n are reset once,
There is no problem because the detection output signal is generated as the aircraft 2 travels through the control section _xn .

It should be noted that as sensors utilizing noise for aircraft detection, Japanese Patent Application Laid-Open Nos.
There is one disclosed in, for example, Japanese Patent Publication No. -180881. Next, an embodiment of the noise sensor applied as the second sensor of the present embodiment will be described in detail. FIG. 3 is a configuration diagram showing a first embodiment of the noise sensor.

In FIG. 3, an arbitrary noise sensor S _N (N
= 1 to n), a microphone M _N as a sound-electric converter which is installed on the side of the taxiway 1 and receives noise from the aircraft 2 and converts the noise into an electric signal, and electricity from the microphone M _N M bandpass filters BPF1 to BPFm for dividing a signal into respective frequency components, m amplifiers AMP1 to AMPm for amplifying frequency signals from each bandpass filter BPF1 to BPFm, and each amplifier AMP
M envelope detection circuits DET1 to DETm for performing envelope detection of signals from 1 to AMPm, and each of the envelope detection circuits DE
M first level test circuits LD1 to LD1 as first level test means for level test of the detection outputs of T1 to DETm
Dm, an adder circuit 6 configured using a voltage doubler rectifier circuit for adding output signals H1 to Hm from the first level test circuits LD1 to LDm, and a level test for the added value level of the added signal of the adder circuit 6 And a second level test circuit LDJ as second level test means. here,
The band-pass filters BPF1 to BPFm are set so that the frequency components to be extracted are sequentially changed from a low frequency to a high frequency. Further, the first level test circuit LD1,
LD2,..., LDm include U.S.A. S. Patent 5
_, 027 _, 114 _, U.S.A. S. Patent 4
_, 661 _, 880 and U.S. Pat. S. Patent
_{4, 574,} by using the level detection circuit using a known logic operations oscillator represented by 175 Pat, the output signal H1, H2, · ·, Hm is obtained as an output signal of the AC (logical value 1) be able to.

Next, the operation will be described. Aircraft 2 is the control section
x_nThe noise sensor S_NClose to microphone
M _NWhen the engine noise is received by the
BPF1, BPF2,..., BPFm
The various frequency components are amplified by the amplifier circuits AMP1, AMP2,.
..Envelope detection circuits DET1 and DE amplified by AMPm
Detected and rectified by T2,.
Level test circuit with LD1, LD2,..., LDm
Is done. And each detection output is the first level test
The threshold level of each of the circuits LD1, LD2,.
, The first level test circuits LD1, LD2,.
AC output signals H1 to Hm are generated from LDm. this
The output signals H1 to Hm are output from a capacitor and a diode.
Is added by an adding circuit 6 using a known voltage doubler rectifier circuit.
And the addition signal ΣH_J(J = 1 to m) are obtained. That is,
The rectified output signal of the output signal H1 is the power supply potential V_CCSuperimposed on
Rectification of the output signal H1
The output signals are superimposed, and the rectified output signal of each output signal is
The rectified output signal of the output signal Hm is finally superimposed.
It is. This addition signal ΣH _JAre input signals H1, H2,.
.., Each time Hm is added, the logic level becomes higher.
Therefore, the logical levels 0, 1, 2,.
Assign a value (0 is the value when there is no input signal)
A multi-level signal, and the multi-level signal, ie, the addition signal ΔH_J
Is greater than or equal to the threshold value of the second level test circuit LDJ
The detection output f from the second level verification circuit LDJ_N(N
= 1 to n) and the self-holding circuit M shown in FIG.₁, M
_Two, M_Three, ..., M_nInput as a trigger input signal
You.

Here, the aircraft noise detected by the noise sensor will be described in detail. Figure 4 shows C-1 at Haneda Airport
This is a noise pattern when the engine noise of the Boeing 747 passing through the taxiway is measured. The horizontal axis is time, and the vertical axis is noise level (dB). From this figure, it can be seen that the noise level increases as the Boeing 747 gradually approaches the sensor (microphone) on the taxiway. Also, during this measurement, D on the distant runway (Runway C)
As the C10 and another Boeing 747 take off and land, and the noise level is also rising, not only is the sound of the aircraft taking off and landing on a distant runway received, but also when the aircraft passes nearby. You can see that.

FIG. 5A shows a frequency spectrum when the aircraft passes in front of the sensor, and FIG. 5B shows a frequency spectrum when the aircraft takes off and land on a distant runway. From the comparison of FIGS. 5A and 5B, it can be seen that the reception level of the noise component in the high frequency region (10 KHz or more) is significantly reduced at a distant place, while the noise component in the high frequency region is not significantly reduced near the sensor. I understand. This is because sound propagation does not easily occur at high frequencies and attenuation is large.
There are two reasons. It is also considered that one of the causes is that the directional characteristics (half-value angle) of the receiving characteristics of the microphone decrease at high frequencies. In any case, it can be seen that the range of aircraft noise received by the microphone becomes narrower as the frequency component becomes higher.

Accordingly, by setting the sensitivity of the noise sensor shown in FIG. 3 to have a high frequency range, the noise sensor is not affected by aircraft noise on a distant runway or another taxiway and travels on the target taxiway. It is preferable to set the sensitivity of the noise sensor in FIG. 3 to 10 KHz or more. From the above, in the noise sensor of FIG. 3, as the aircraft 2 approaches, as shown in FIG. 6, first, the output H1 is generated from the first level verification circuit LD1, and then the first level verification circuit LD2 generates the output H1. output H2 is occurred, (in FIG. 3, showing the central axis C) the front of the aircraft 2 is microphone M _M output H from the first level detection circuit LDm when it came to
m occurs.

That is, the output signal received at a higher frequency is closer to the front of the microphone than the output signal received at a lower frequency, indicating that the aircraft is moving. In this way, by dividing the noise into a plurality of frequency components and receiving them, it is possible to roughly decompose the position of the aircraft traveling in front of the noise sensor, and add the received signals divided into the plurality of frequency components. Then, by performing a threshold value calculation of the added value level by the level test circuit, it is possible to roughly determine the range in which the aircraft can be detected.

Therefore, by appropriately setting the threshold level of the second level test circuit LDJ, the aircraft detection range of the noise sensor _SN can be set. Further, in the second level test circuit LDJ, when the logical value of the addition signal from the addition circuit 6 is ΔH _J = m, f _N = 1, and when ΔH _J <m, f _N = 1.
When set such that _N = 0 is f _N = 1 is operating normally in a state capable of receiving all the circuits with indicates that the aircraft 2 is coming to the front of the substantially microphone S _N indicates that, f _N = 1 logical value of the addition signal when .SIGMA.H _J = 1, when set to be f _N = 0 when .SIGMA.H _J = 0 is f _N = 1, the aircraft 2 is a microphone S
It is not known whether or not it is in front of _N , but it is present at a remote position, and the logical value of the addition signal is ΔH _J > j
(1 <j <m) f N = 1 when, f _N when .SIGMA.H _J ≦ j
When set to be = 0, f _N = 1 indicates that an aircraft is present without one or several output signals.

When used as the noise sensor of the present embodiment, the setting of the threshold value of the second level verification circuit LDJ in the noise sensor _SN is selected from among the above three settings as appropriate according to the system design. Just choose. still,
In the noise sensor shown in FIG. 3, if a receiver using piezoelectric ceramics is used instead of the microphone _MN , the bandpass filter can be omitted because the receiver has filter characteristics.

When the microphone is covered with paper dust or the like, the noise sensor does not operate normally and causes a malfunction of the detection device. FIG. 7 shows the noise sensor of FIG. 3 provided with a function of detecting whether the microphone is operating normally. In FIG. 7, a signal generator SG is a noise sensor S
A signal having a frequency f _rj in the pass band of the band pass filter BPFj the _N side periodically short time occurs, as shown in FIG. Transmitters 7 transmits the signal from the signal generator SG is installed in the vicinity of the microphone M _N to the microphone M _N. Also, the envelope detection circuit DETj and the first level verification circuit LD of the j-th (j = 1 to m) -th channel of the m frequency division channels of the noise sensor _SN shown in FIG.
A well-known on-delay circuit 8 including a resistor and a capacitor is provided between the circuit and j. This on-delay circuit 8
The delay time is set so as not to respond to the short pulse signal from the signal generator SG. Further, another envelope detection circuit DETo to be amplified by the amplifier AMPj and a level judgment circuit LDo for judging the level of the detection output of the envelope detection circuit DETo are connected. A known off-delay circuit 9 is provided. This off-delay circuit 9 includes a signal generator SG
The delay time is set longer than the signal generation period so that the signal generated from the signal can be sampled and held.

The operation of the noise sensor _SN will be described.
The signal _frj generated by the signal generator SG for a short period of time periodically
Are received by the microphone _MN from the transmitter 7 and amplified by the amplifier AMPj to be both envelope detection circuits DETj and DET.
The envelope is detected at To. The detection output of the envelope detection circuit DETj has a rising delay on the side of the on-delay circuit 8, no output is generated from the on-delay circuit 7 with the pulse width of the signal _frj , and the output of the first level verification circuit LDj is not generated. The output signal Hj = 1 does not occur. On the other hand, the detection output of the envelope detection circuit DETo is held on the off-delay circuit 9 side for at least one cycle in which the signal _frj is generated by the off-delay circuit 9 and generated by the signal generator SG. The output signal K = 1 is continuously generated from the test circuit LDo.

Therefore, regardless of the presence or absence of the aircraft 2, if the microphone _MN is normal, an output signal K = 1 is generated from the level test circuit LDo, and the output signal K =
1 is a signal indicating that the microphone is normal. Aircraft 2
Is approached, a signal having a pulse width sufficiently longer than the delay time of the on-delay circuit 8 is input via the microphone _MN , so that the aircraft detection signal is output from the first level verification circuit LDj as Hj = 1. Is done.

The circuit shown in FIG. 7 detects that the microphone can be received normally by using the envelope detection circuit DETo, the level verification circuit LDo, and the off-delay circuit 9. The noise sensor shown in FIG. As shown by, by providing the level test circuit LDL in parallel with the second level test circuit LDJ, it is possible to provide the microphone _{MN with} a normal test function.

That is, a signal generator for generating the same signal as one frequency in FIG. 3 is provided, the signal is always transmitted from the transmitter 7, and is received by the microphone _MN , and the signal is received by the microphone _MN in FIG. 1
The output signal of the level test circuit is used. In this case, the threshold value of the level test circuit LDL is set so that the output of the logical value 1 occurs when the logical value of the addition signal is ΔH _J = 1, and the threshold value of the second level test circuit LDJ is set to the logical value of the addition signal. ΣH _J
If it is set so that f _N = 1 when ≧ 2, the output signal K = 1 is always generated only from the level test circuit LDL as long as the microphone M _N is normal when the aircraft is not present, and the second level test is performed. The detection output f _N =
No output of 1 occurs. Only when the aircraft approaches, an output of the detection output f _N = 1 is generated from the second level verification circuit LDJ, and the normality of the microphone M _N can be determined.

Next, FIGS. 8 to 10 show another embodiment of the second sensor, and show an example of an electromagnetic induction type sensor which magnetically receives energy from an aircraft. In FIG. 8, taxiway 1
In the vicinity of the center of the control section _xn of the control section _{xn where} the center line lamp is installed (not necessarily near the center when the taxiway is bent), n transmission coils TC1, TC2,.
, TCn, and the corresponding transmission coils TC1, TC2,..., TCn.
, N receiving coils RC1, RC2,..., RCn that receive a magnetic field generated by TCn and induce an induced voltage are embedded. The transmission coils TC1, TC2,..., TCn
, T1, T2,..., T
n are connected. Also, the receiving coils RC1, RC
, RCn include the receiving coils RC1, RC
The receivers R1, R2,..., Rn for receiving the induced voltage signals induced at RCn. Each of these receivers R _N is as shown in FIG. 9, respectively are composed Zohaba unit AMP _N and, envelope detection circuit DET _N and level detection circuit LD _N.

In this embodiment, the transmitters T1, T2,.
, Tn and receivers R1, R2,.
Of the transmission coil TC1, T1
, TCn and the receiving coils RC1, RC2,.
, May be buried together with RCn. Next, the operation of such a sensor will be described.

When the aircraft 2 is not present, the transmitter T
, Tn, and transmission coils TC1, TC2,
..Receiving coils RC1, RC corresponding via TCn
, RCn are induced by the voltage e shown in FIG.
₀It is. As shown by the dotted line in FIG.
And the transmission coil TC_NAnd receiving coil RC_NPresent at the top of
Then, the transmission coil TC_NAnd receiving coil RC_NJoins
Increase receiving coil RC _NVoltage induced in the
You. That is, the transmission coil TC_NAircraft by magnetic field from
Eddy currents are induced on the floor surface of No. 2 and are generated by these eddy currents
The receiving coil RC_NIs induced. in this way
Then, when the aircraft 2 exists, the voltage e when the aircraft 2 does not exist₀
Voltage induced by the presence of aircraft 2 overlaps the receiving coil
RC_NIs induced by the voltage e in FIG.₁Increase to
(The energy from the magnetic field from the aircraft 2 is
_NIs equivalent to being sent to Therefore, the level test times
Road LD _NThreshold V_THIf you set
Presence can be detected.

When this electromagnetic induction type sensor is used,
FIG. 11 shows detection output timings of these sensors and the check-in sensor 3 and the check-out sensor 4. In the case of such a sensor, it is necessary to embed the transmission and reception coils as in the case of the loop coil. However, the coil is extremely small as compared with the loop coil, the embedding range is extremely narrow, and there is no fear that the traveling road is damaged.

Further, in this electromagnetic induction type sensor, the amplifiers of the receivers R1, R2,..., Rn are AC signal amplifiers, and a conventionally known fail-safe logic operation oscillator is used for the level test circuit. The use of the level verification circuit makes it possible to provide a fail-safe sensor that does not erroneously generate an output signal having a logical value 1 when a failure occurs. FIG. 12 shows an example of generating an output signal K indicating normality of a sensor when a microwave radar is used as the second sensor.

In FIG. 12, the microwave transmitter MTD
Radiates microwaves to an aircraft traveling on a taxiway via a transmitter 11 installed on the roadside of the taxiway. The microwave receiver MRD generates a microwave signal received by the receiver 12 installed adjacent to the transmitter 11 as a detection signal (analog signal). The level test circuits LDS and LDP perform a level test of the detection signal from the microwave receiver MRD, and the level test circuit LDS has a lower threshold value for the level test than the level test circuit LDP. . A plurality of microwave radar type sensors having such a configuration are installed along the control section of the taxiway.

In such a microwave radar type sensor, when the aircraft 2 is present, the microwave radiated from the transmitter 11 is reflected by the fuselage of the aircraft 2, and the reflected wave is received by the receiver 1
Received at 2, the detection output from the microwave receiver MRD is higher than a threshold level detection circuit LDP, the detection output f _N = 1 in the presence aircraft from the level verifier LDP occurs. At this time, the level test circuit LDS includes the level tester L
Since the level of the input signal is lower than that of DP, the level test circuit LDS also generates the output signal K = 1.

On the other hand, when the aircraft is not present, there is no reflected wave from the aircraft, the reception level is reduced, and no output signal is generated from the level detector LDP, and f _N = 0. However, in this case, if the receiver 12 is normal without being covered with paper debris or the like, microwaves leaking from the transmitter 11 (indicated by a dotted line in FIG. 12) are received by the receiver 12, and the reception level The output signal K = 1 continues to be generated from the level test circuit LDS set to a lower threshold. If the transmitter 11
Alternatively, when the receiver 12 is covered with paper dust or any obstacle, or when the microwave transmitter MTD fails, there is no input to the level verification circuit LDS, and no output signal is generated.
K = 0.

Therefore, the output signal K of the level verification circuit LDS can be used as a signal for sensor failure inspection.
Further, as shown in FIG. 13, the self-holding circuit M ₁ ,
_If the output of M ₂ ,..., M _n is input to the OR gate 13, the self-holding circuits M ₁ , M ₂ ,.
When an output is generated from any one of M ₂ ,..., M _n, an output P = 1 is generated from the OR gate 13, and the output P is determined by the presence of an aircraft in the control section x _n . Can be used as a signal indicating that

In this case, the signals of the check-in sensor 3 and the check-out sensor 4 are input to the OR gate 14, and the logical sum of the signals is output to the self-holding circuits M ₁ , M ₂ ,.
By using the reset signal of _Mn , the aircraft can be controlled in the control section x.
_When exiting from _n, the signal of the aircraft presence in the control section _xn disappears. As described above, the signal from the check-in sensor 3 for detecting the approach of the aircraft 2 to the control section by the interruption of the energy beam, and the energy such as noise emitted from the aircraft (including the reflected energy from the aircraft) are received. And self-holding output based on signals from a plurality of sensors that detect the aircraft to detect the aircraft, it is possible to continuously detect from entering the control section to reaching the leading edge area of the control section, You can be notified that you have reached the area. Then, there is no fear of damaging the running path unlike the loop coil system, and continuous detection of the aircraft within the control section within the height limit of the sensor can be performed.

Next, an example of an aircraft guidance device to which the aircraft detection device of the present invention is applied will be described. FIG. 14 shows an embodiment of the guidance apparatus according to the present invention. When the aircraft escapes from the control section _xn , the control section x behind the succeeding aircraft is controlled.
An example for giving an entry permission signal to _n-1 will be described.

In FIG. 14, the self-holding circuit SHA
While the detection output f _in the check-in sensor 3 of Figure 1 to detect the entry of the aircraft 2 to the control section x _n and the reset input signal, the output signal Z of the AND gate 5 in FIG. 1, the control section x _n The rising differential signal (df _O / dt>) of the output f _O when it is received again after the energy beam of the checkout sensor 4 as the third sensor indicating the substantially front end is cut off.
0) through the AND gate 21 via the AND gate 21 as a trigger input signal, and self-holds the trigger input signal. The output signal Gr = 1 is transmitted to the control section x _n-1 for the succeeding aircraft. It is a signal of entry permission. The capacitor C _A is for forming a differential signal.

The operation of such a control circuit is shown in FIG.
The explanation will be made with reference to the chart. First, the aircraft is in control section x_n
, The output f from the check-in sensor 3 _inDeparts
And the self-holding circuit SHA is reset. afterwards,
Aircraft 2 is in control section x_nTo move forward inside
Second sensor S₁, S_Two, ..., S_nAircraft detection from
Output f₁, F_Two, ..., f_nAND gate when
5 is generated and input to the AND gate 21.
You. Further, the aircraft 2 moves and the checkout sensor 4
After shutting off the energy beam,
Received by the wave device 4B and the output f_OWhen = 1 recovers
The rising differential signal (df_O/ Dt> 0) is the AND gate
And output to AND gate 21
It is input to the holding circuit SHA as a trigger input signal. this
As a result, the output signal G of the self-holding circuit SHA_r= 1 occurs
While holding the trigger input by itself,_r=
Continue to generate 1.

[0051] That is, the output signal G _r of the self-holding circuit SHA
= 1, since the rear control section x _n-1 of the control section x _n already means that there are no aircraft 2, for subsequent aircraft, the output signal G _r = 1 the control section x
The signal may be a signal for permitting entry into _n-1 . For example, a signal lamp for permitting entry may be turned on with this signal. However,
In the case of this circuit configuration, the control section x _n
The check-in sensor 3 is shared with the check-out sensor of the rear control section x _n-1 or is disposed rearward,
At least the detection output of the simultaneous or check-out sensor detection output f _in the check-in sensor 3 (the f _O ')
It must occur earlier.

[0052] It is checked if the out detection output f _O of the sensor 'occurs earlier than the detection output f _in the check-in sensor 3, already Occurring controlled section by the escape of the control section x _n in front of the aircraft x _n-1 entry permission signal
Before the entry permission signal at entry into the control section x _n of aircraft has entered the control section x _n-1 is to be reset (generator output f _in = 1 for check-in sensor 3) at the entry permission signal, the control entry permission signal to the control section x _n-1 rear control section x _n-2 by the section x _n-1 checkout sensor output f _O 'occurs. That is, the control section x
for a period of up to _n-1 of the checkout sensor output f _O 'check-in sensor detection output f _in the control section x _n from the occurrence to generate the control section x _n-1 and the control section x _n-2 This is because both of them have a problem that an access permission signal is generated at the same time, and the subsequent aircraft may approach the preceding aircraft more than necessary.

[0053] Figure 15 shows the induction device of the present invention, the control section x _n when the aircraft has escaped shows an embodiment for providing a signal of the entrance permission to the control section x _n for subsequent aircraft. In FIG. 15, the self-holding circuit SHB uses the output of the self-holding circuit SHA configured in the same manner as in FIG. 14 as a reset input signal, and the signal K for sensor inspection shown in FIG. 3, FIG. 7, and FIG. falling differential signal of the output f _n of the second sensor S _n of the foremost end of the control period x _n (df
_n / dt <0) through the AND gate 22 as a trigger input signal, and self-holds the trigger input signal. The output signal G _s = 1 is applied to the control section x for the subsequent aircraft. _{It is} a signal to permit entry into _n . Capacitor C _B is for the differential signal formed. Therefore, the self-holding circuit SHA corresponds to the first self-holding circuit,
The self-hold circuit SHB corresponds to the second self-hold circuit, and
The gate 21 corresponds to a first AND operation unit, and the AND gate 22 corresponds to a second AND operation unit.

Here, the second sensors S ₁ , S ₂ ,.
Reasons signal K for S _n inspects whether normal or not is required as an input signal, when the aircraft 2 is detected by the second sensor S _n, the failure and the sensor of the second sensor S _n If it microphone M _n of S _n is I is shielded by the paper waste etc. f _n = 0 where (df _n / dt <0) occurs, so that no signal G _S = 1 the entry permission error It is.

According to [0055] Such control circuits, aircraft 2 enters the control section x _n, moves, passes through the check-out sensor 4, the detection output of the last of the second sensor S _n disappears, and the sensor Is operating normally, a signal is issued to the succeeding aircraft to permit entry into the control section _xn . In this guidance system, the final second sensor S _n
Need to completely capture the airframe to the exit of the control section _xn , and the disappearance of the output of the second sensor can guarantee that the tail of the aircraft 2 has passed through the control section _xn .

In this guidance system, when the aircraft 2 escapes the control section x _n , the control section x
_n , and the aircraft can be guided by shortening the interval between the aircraft, as compared to a system in which the subsequent aircraft as shown in FIG. 14 is allowed to enter the control section x _n-1 . This has the effect of shortening the blockage control section.

The noise sensor shown in FIG.
Is used, the final second sensor is set to ΔH_J=
f when m_n= 1 or ΣH_J= J (j ≧ 2)
To f _n= 1 and set this to the aircraft detection signal.
ΣH_J= 1 when f_n= 1 level
The detection output f of the test circuit_n= 1 to signal K (sensor is positive
If used as a signal to check whether it is normal,
Machine 2 is the second sensor S_nLeaving the front of but still
Signal G under the condition that_SCause this
Can be.

[0058] Figure 16 is when the aircraft enters the control section x _n by using the control circuit of FIG. 14, so that the following aircraft does not enter into the control section x _n, gives a signal of no-entry in the control section x _n The following shows an embodiment for the purpose. In FIG. 16, this control circuit outputs the output of the self-holding circuit SHA to the NOT circuit 2
3 and the output of the NOT circuit 23 is used as a signal RL for prohibiting entry into the control section _xn . The same input signal as in FIG. 14 is input to the AND gate 21.

However, in this system, the control section x _n
It is necessary to install the checkout sensor 4 at a position at least one machine length or more within the forward control section _{xn + 1} from the control section _xn exit. This is because the aircraft 2 enters the control section _xn and the detection output f from the check-in sensor 3
The occurrence of “ _in” resets the self-holding circuit SHA and generates a signal RL for prohibiting entry into the control section _{xn. Then} , the signal RL disappears at the detection output f _O of the checkout sensor 4, so that the aircraft This is because the signal RL needs to be extinguished after confirming that the control unit 2 has completely exited the control section _xn .

[0060]

As described above, according to the aircraft detection apparatus of the present invention, the approach of the aircraft to the control section is detected by using the first sensor that generates a detection output when the energy beam is cut off, and this detection is performed. While the output is used as the reset input signal of all the self-holding circuits, an aircraft traveling in the control section is detected by providing a plurality of second sensors that receive energy transmitted from the aircraft and generate a detection output. Since the output is used as a trigger input signal of each self-holding circuit, the trigger input signal is self-held, and the aircraft is detected based on the output of the self-holding circuit, so that the aircraft in the control section can be continuously detected, Further, it is possible to reliably detect that the aircraft has clearly reached the leading end in the traveling direction of the control section. Also, aircraft can be reliably detected continuously within the height limit of the aircraft detection sensor. Moreover, the traveling path is not damaged.

According to the aircraft guidance system of the present invention, when the aircraft passes the third sensor at the exit of the control section and all the second sensors detect the aircraft, the aircraft is allowed to enter the rearward control section. Therefore, it is confirmed that the aircraft exists in the leading edge region of the control section, and the following aircraft are permitted to enter the control section behind.

According to another guidance device of the present invention, when the aircraft passes the third sensor at the exit of the control section and all the second sensors detect the aircraft,
When the second sensor at the forefront of the control section is in a normal state and the aircraft detection output of this sensor is extinguished, the signal is used as an approach permission signal for the succeeding aircraft, so that it is reliably detected that the rear end of the aircraft has exited the control section. Can generate a signal to permit the subsequent aircraft to enter this control section,
It is possible to shorten the guidance interval between successive aircraft.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an embodiment of an aircraft detection device according to the present invention.

FIG. 2 is a time chart of signal generation of each sensor according to the embodiment.

FIG. 3 is a circuit diagram showing one embodiment of a noise sensor applied to the second sensor of the embodiment.

FIG. 4 is a diagram showing an example of measured data of aircraft noise at an airport.

FIG. 5 is a diagram showing a frequency spectrum of noise at a short distance and a long distance.

FIG. 6 is a view for explaining a detection range when the sensitivity frequency of the sensor in FIG. 3 is changed.

FIG. 7 is a circuit diagram showing a modification of the sensor of FIG. 3;

FIG. 8 is a circuit diagram showing an embodiment of an electromagnetic induction type sensor applied to a second sensor.

FIG. 9 is a circuit diagram of a receiver of the sensor of FIG. 8;

FIG. 10 is a diagram for explaining the operation of the sensor in FIG. 8;

11 is a time chart of signal generation of each sensor when the sensor of FIG. 8 is used.

FIG. 12 is a circuit diagram when a microwave radar is applied to a second sensor.

FIG. 13 is a circuit diagram showing another example of use of the aircraft detection device of the present invention.

FIG. 14 is a control circuit diagram showing an embodiment of the aircraft guidance apparatus of the present invention.

FIG. 15 is a control circuit diagram showing an embodiment of the aircraft guidance apparatus of the present invention.

FIG. 16 is a control circuit diagram showing another embodiment using the guidance device of FIG. 14;

FIG. 17 is a diagram showing a detection output form of a conventional aircraft detection device.

[Explanation of symbols]

1 taxiway 2 aircraft 3 check-sensor (first sensor) 4 checkout sensor _{S 1, S 2, ··,} S n noise sensor (second _{sensor) M 1, M 2, ··} , M n, SHA, SHB self-holding circuit 5, 21, 22 AND gate _xn control section

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-170,000 (JP, A) JP-A-63-180881 (JP, A) JP-A-63-180200 (JP, A) JP-A-1 309897 (JP, A) JP-A-1-196700 (JP, A) JP-A-49-67396 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G08G 5 / 00-5 / 04

Claims (6)

(57) [Claims] 1. A first sensor disposed near an entrance of a control section of a traveling path and generating a detection output of an aircraft approach when an radiating energy beam is cut off, and a plurality of sensors disposed along the traveling path in the control section. A second sensor arranged to generate a detection output when receiving energy emitted from the aircraft;
A plurality of detection outputs indicating presence of an aircraft are generated when a plurality of detection outputs of the first sensors are provided as reset input signals and a detection output of the corresponding second sensor is input, the detection outputs being provided corresponding to the plurality of second sensors, respectively. A self-holding circuit for self-holding an input signal from the two sensors, and signal generating means for generating a signal indicating that the aircraft has reached the forefront region of the control section when all of the plurality of self-holding circuits generate outputs. An aircraft detection device, comprising: 2. The aircraft detecting device according to claim 1, wherein said plurality of second sensors are sound-electric conversion type sensors for converting noise generated from the aircraft into electric signals. 3. The sound-to-electricity conversion type sensor is installed near a traveling road and converts sound to an electric signal.
A plurality of band-pass filters for dividing the electric signal from the sound-electric converter into a plurality of frequency components; a plurality of envelope detection circuits for respectively performing envelope detection on outputs from the corresponding band-pass filters; and a corresponding envelope. A plurality of first level judging means for judging the level of the detection output of the line detecting circuit and outputting when the level is equal to or higher than a predetermined level; an adding means for adding outputs from these level judging means; 3. The aircraft detection device according to claim 2, further comprising a second level determination unit that outputs when the level is equal to or higher than a predetermined level, wherein an output from the second level determination unit is used as an aircraft detection signal. 4. The transmission device according to claim 1, wherein the plurality of second sensors include a transmission coil and a reception coil buried adjacent to each other on a traveling path.
The detection device for an aircraft according to claim 1, wherein the detection device is an electromagnetic induction type sensor that detects a voltage change induced in a receiving coil according to the presence or absence of the aircraft. 5. A control system according to claim 1, further comprising a third sensor disposed near the exit of the control section of the travel path and for generating a detection output of aircraft escape from the control section when the radiating energy beam is cut off. The third sensor performs a logical AND operation of a signal generated from the signal generating means of the aircraft detection apparatus described above and a rising differential signal of a detection output when the energy beam is received again after the energy beam is cut off by the aircraft. AND operation means, and a self-holding circuit that uses the output of the first sensor as a reset input signal, uses the operation output of the AND operation means as a trigger input signal, and self-holds the trigger input signal, Logic 1 of the self-holding circuit generated by input of a trigger input signal
Wherein the output signal is an aircraft entry permission signal in a control section behind the aircraft. 6. A control system according to claim 1, further comprising a third sensor disposed near the exit of the control section of the travel path and generating a detection output of an aircraft escaping from the control section when the radiating energy beam is cut off. The third sensor performs a logical AND operation of a signal generated from the signal generating means of the detection device described above and a rising differential signal of a detection output when the energy beam is received again after the energy beam is cut off by the aircraft. A first AND operation unit, a first self-holding circuit that uses the output of the first sensor as a reset input signal, uses the operation output of the first AND operation unit as a trigger input signal, and self-holds the trigger input signal; A falling differential signal of the second sensor at the foremost side of the control section in the detection device according to claim 1, and a sensor having a logical value of 1 when the second sensor is normal. A second AND operation means for performing an AND operation with the test signal, and an output signal of a logical value 1 of the first self-holding circuit generated by the input of the trigger input signal as a reset input signal and the second AND operation And a second self-holding circuit for self-holding the trigger input signal while using the operation output of the means as a trigger input signal, wherein the output signal of the second self-holding circuit having a logical value of 1 is transmitted to a control section for a subsequent aircraft. An aircraft guidance device, which is configured to be an entry permission signal for entering an aircraft.