CN104488012A - Schedule management system and method for managing air traffic - Google Patents
Schedule management system and method for managing air traffic Download PDFInfo
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- CN104488012A CN104488012A CN201380035034.8A CN201380035034A CN104488012A CN 104488012 A CN104488012 A CN 104488012A CN 201380035034 A CN201380035034 A CN 201380035034A CN 104488012 A CN104488012 A CN 104488012A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0004—Transmission of traffic-related information to or from an aircraft
- G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0043—Traffic management of multiple aircrafts from the ground
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Abstract
A system and method to improve efficiency in aircraft maneuvers meant to accommodate time-related constraints in air traffic, information related to flight performance and atmospheric conditions is gathered onboard an aircraft, then transmitted to an air traffic control center, in the event of a delay or any other event which necessitates an alteration in an aircraft trajectory, the data is sent to a decision support tool to compute and provide alternative trajectories, preferably including operator- preferred trajectories, within air traffic constraints. Air traffic controllers can then offer an alternative trajectory to an aircraft that is more efficient, cost effective, and/or preferable to the aircraft operator.
Description
the cross reference of related application
This application claims the rights and interests of the U.S. Provisional Application numbers 61/666,801 submitted on June 30th, 2012, the content of described U.S. Provisional Application is incorporated in this instructions by reference.In addition, the application is the continuation in part patent application of the co-pending u.s. patent application serial number 13/032,176 that on February 22nd, 2011 submits to, and the content of described U.S. Patent application is incorporated in this instructions by reference.
Technical field
The present invention relates generally to the method and system for managing air traffic.More specifically, the present invention relates to and operate and the method and system making the minimization of loss of air traffic efficiency for optimizing air traffic control, and comprise by comprise decline of cruising in advance (early cruisedescent) as bear by one or more aircraft miss its/their specified time of arrival (STA) and the time delay that causes and method and system for managing the time schedule arriving aircraft.
Background technology
The time schedule managed close to its aircraft arrived at the airport is the important air traffic control task performed by air traffic control.Importantly arriving arrive within the scope of the Tolerance Parameters of aircraft near STA to be delivered in metering orientation (arrival meter fix), although there is the interference from weather effect and other air traffics.In modern wireless air traffic, the single rack aircraft missing its STA will have downstream air traffic impact, may comprise and miss landing slot.
Space (latitude, longitude, highly) and the accurate four-dimensional track (4DT) in the time make air traffic control can assess the Future Positions of air traffic and aircraft.These parameters are also used for the object of progress control by air traffic control, bear air traffic postpone and the time of arrival changing downstream air traffic to pass through longitudinally (velocity variations), horizontal (flight path extends or shortens) or vertical (reducing cruising altitude to underspeed) change.At present, the combination that velocity variations and flight path laterally change is used for bearing time delay.
As this instructions use, track be aircraft from fly to the time series of the three-dimensional position of landing, and can to describe with mathematical way.By contrast, flight planning is a series of document submitted to civil aviation mangement department by pilot or airliner yardman, comprise this category information of such as homeposition and in-position, departure time and time of arrival, described information can by air traffic control (ATC) for providing tracking and route selection service.Track is a kind of mode realizing expection flight planning, has the uncertainty of time and position.
Operation (TBO) based on track is the important component part of the Air Traffic System of the advanced person realized in the near future, and the single European sky ATM comprising U.S.'s air transport system (NextGen) of future generation and Europe studies (SESAR).The spatial domain operating efficiency that TBO concept is improvement provides basis.The track realized in TBO is synchronous and consult also to make airspace users (comprising airliner operator, airliner yardman, airliner deck hand, unmanned air line and military user) regularly fly with the track close to their preferred trajectories, thus enable to comprise fuel and time efficiency, wind-force best route is selected and weather relative trajectory changes business goal is attached in TBO concept.Therefore, large quantity research has entered system framework and the technology that exploitation realizes TBO.
The overall goal of TBO is by using the 4DT in above-mentioned room and time to reduce the uncertainty be associated with the prediction of aircraft Future Positions.The accurate use of 4DT significantly reduces the uncertainty of the current location and Future Positions of determining aircraft and the track relative to the time, and be included in aircraft when arriving at the airport close to it, prediction aircraft arrives at the ability of the time arriving metering orientation (geographic position, also referred to as metering orientation, arrival bearing or corner post (cornerpost)).System that current, air traffic control depends on " control based on gap ", this depends on the observation to aircraft current location, does not usually further understand the track of aircraft.Usually, this is caused aircraft flight to be determined by air traffic control and is not the route of aircraft preferred trajectories.Switching to TBO will make aircraft can fly along the preferred track of user.
In TBO, user preference determines the selection carried out in aloft traffic operating.More properly, aerial vehicle trajectory and operating process are the direct results of the business goal of aircraft operators.The fundamental element of these business goals is cost index (CI), and described cost index is the time cost (cost is per minute) of aloft aircraft and the ratio of fuel cost (cost every kilogram).The CI of aircraft determines its optimum flying speed and track, and is the function of atmospheric conditions, aircraft performance ability and track, and is therefore intimate unique for each flight.In addition, such as the factor of speed and height not necessarily increases linearly with the CI increased.Like this, in ground simulation, the calculating of CI is difficult.
Current, air traffic controller to be maintained traffic pattern by the separation first paid close attention between security and aircraft.Form this quasi-mode when not paying close attention to preferred aerial vehicle trajectory, and air traffic controller does not make an effort for aircraft operators is cost-saving like this.Observe, in this case, more cost-saving other feasible trajectory change can be carried out.Determine that the optimization required for preferred trajectories is not possible be undertaken by people operator or traffic controller with calculating most probable, and need to be provided by computer system.In such a scenario, computing machine will provide preferred trajectories option for people operator, and described people operator selects from a series of possible track subsequently.
For making TBO effectively work, need the accumulation to the track data from associated aircraft and compiling.User's preferred trajectories (those tracks that aircraft operators is expected most) may often collide with one another, especially no longer based in the Air Traffic System in gap.Although TBO will improve efficiency, it must process track and traffic conflict.Track consults to determine track requirements or the intention of multiple aircraft, and attempts to be formed the solution that meets user preference as much as possible and utilize available spatial domain better.Such track consults the decision-making and the trajectory parameters selection that depend on aerial vehicle trajectory data and people.
Current, the horizontal change of flight path and velocity variations are used for bearing air traffic flight delays.But it is desirable that whether descending trajectory change in advance can be used for the flight delays bearing air traffic.US National Aeronautics and Space Administration (National Aeronautics and SpaceAdministration, NASA) Ames Research Center is at the air route of NASA decline consulting (En-Route Descent Advisor, EDA) in, by utilizing experienced airway traffic control center (Air Route Traffic Control Center, ARTCC) department controller carries out man-in-the-loop simulation experiment (human-in-the-loop simulation experiment), have studied the feasibility using height change (decline) advisory capactiy, as disclosed in AIAA navigational guidance control conference, reported in the paper of title by " impact (Impacts on Intermediate Cruise-Altitude Advisory forConflict-Free Continuous-Descent Arrival) of the middle cruising altitude consulting arrived that declines continuously on Lothrus apterus ", on August 8th, 2011, Portland, Oregon, USA.
In the track declining continuously or decline in advance, aircraft will more early must start to decline mainly with dallying or arranging close to idle thrust than in standard trajectory.By earlier starting slow decline in flight path, can time delay be born and less fuel can be consumed.The elementary contour of descending trajectory in advance shown in Figure 1.The aircraft following descending trajectory in advance can drop to continuously specifies metering position of orientation or drops to middle lower height, thus allows aircraft with the flight of slower speed to bear flight delays and may consume less fuel.
When bearing the time delay of air traffic, the maneuvering flight (maneuver) that declines in advance can provide the obvious cost advantage of transverse direction or the velocity variations be better than aerial vehicle trajectory.But, by determining to meet the preferred trajectories of air traffic safety restriction, bearing suitable delay and saving the computing power that material most possibly surmounts people controller, especially when people controller be absorbed in prevent air traffic conflict.Therefore, system must be made to be in appropriate location, described position can be determined to comprise the preferred trajectories of decline maneuvering flight in advance or some preferred trajectories, and subsequently can to providing these tracks by transferring order to the people controller of aircraft pilots.When aloft traffic conflict needs aircraft maneuver to bear time delay, this system will provide the track option of the simple horizontal and vertical change being better than aerial vehicle trajectory, the performance constraint still recognized air-traffic safety and cause due to surrounding traffic simultaneously.
U.S. Patent Application Publication No. 2009/0157288 attempts to solve similar problem, but the participant (actor) in solution is restricted to single aircraft.Aircraft only from air traffic control time of reception delay factor, and independent of any extraneous information from ground system, determines that best trajectory modification is to meet this time delay.
Although information and decision-making can be made completely for aircraft or ground system, these methods any one in there is the restriction of accuracy to information and availability.Usually, the whole air traffic condition near aircraft is depended in such calculating, and the result of therefore these decision-makings is not isolated to aircraft.
Summary of the invention
The invention provides and arrive the method and system of aircraft close to their time schedule arrived at the airport for managing.The invention provides the device for change of flight device flight path (including but not limited to decline of cruising in advance), to compensate air traffic regulation change, include but not limited to due to one or more aircraft miss its/their STA (specified time of arrival) and the time delay that causes.
According to a first aspect of the invention, be provided for managing comprising being in and limit multiple aircraft in spatial domain and close to the progress control system of the air traffic arrived at the airport, each in wherein said multiple aircraft all has the existing trajectory parameters comprising three-dimensional position and speed.Described progress control system comprises: flight management system (FMS) on aircraft, and on described aircraft, flight management system associates separately with multiple aircraft and is applicable to determine the aerial vehicle trajectory of the aircraft associated with it and special cost data of flying; And air traffic control system, described air traffic control system is applicable to monitor multiple aircraft, but be not arranged in described multiple aircraft any one on.Air traffic control system has decision support tool and can be used to and obtains aerial vehicle trajectory and flight special cost data and for the STA of each produced along at least one position (such as, measure bearing point) going to the path arrived at the airport in described multiple aircraft from FMS.If second delay that any one in multiple aircraft misses it STA and making thus in described position flies in multiple aircraft of described position, thus the STA is more forced to the second aircraft, so air traffic control system can be used to and aerial vehicle trajectory and flight special cost data are transferred to decision support tool, use decision support tool determine specific track change for the second aircraft bear with more after the delay that associates of STA whether more save cost, and come to the second aircraft transfer instruction based on the people's decision-making helped by decision support tool subsequently.
According to a second aspect of the invention, be provided for managing comprising being in and limit multiple aircraft in spatial domain and close to the method for the air traffic arrived at the airport, each in wherein said multiple aircraft all has the existing trajectory parameters comprising three-dimensional position and speed.Described method comprises: determine the aerial vehicle trajectory of each in multiple aircraft and special cost data of flying by FMS on the aircraft that associates separately with multiple aircraft; By be not arranged in multiple aircraft any one on air traffic control system monitor multiple aircraft; And subsequently for the STA of each produced along at least one position (such as, measuring bearing point) going to the path arrived at the airport by air traffic control system in multiple aircraft.If second delay that any one in multiple aircraft misses it STA and making thus in described position flies in multiple aircraft of described position, thus the STA is more forced to second aircraft, so described method comprises the decision support tool aerial vehicle trajectory obtained from FMS and flight special cost data being transferred to air traffic control system further, use decision support tool determine specific track change for allow the second aircraft bear with more after the delay that associates of STA whether more save cost, and come to the second aircraft transfer instruction based on the people's decision-making helped by decision support tool subsequently.
Technique effect of the present invention is, although the existing method that management arrives the time schedule of aircraft depends on the information and decision-making of leaving solo hop device or ground system completely for, the present invention seeks to provide accurate and comprehensive progress control system, described progress control system in the air traffic control system based on ground (such as, air traffic control center) coverage in use aircraft and from aircraft receive flying quality, and use the decision support tool of ground system (DST) calculate the Estimated Time of Arrival (ETA) of managed each aircraft and determine whether that time delay or space-time to bearing aircraft exist demand in advance subsequently.
Other aspects of the present invention and advantage will be understood better from the following detailed description.
Accompanying drawing explanation
Fig. 1 schematically shows the elementary contour of the descending trajectory in advance can implemented by embodiments of the invention.
Fig. 2 is for the block scheme based on the track of solo hop device and the progress control method and system of the close air traffic arrived at the airport of flight special cost data management.
Fig. 3 be represent postpone preset time and can be used to decline in advance motor-driven in-flight from the figure of the relation to the height change of bearing time delay measuring certain distance of bearing point.
Fig. 4 represents compared with the transverse direction of routine or velocity variations, the attainable implicit costs advantage when the time delay of air traffic is born in the maneuvering flight of decline in advance by implementing aerial vehicle trajectory.
Embodiment
The invention provides the progress control system and method for managing close to the air traffic arrived at the airport.According to a preferred aspect of the present invention, aircraft in spatial domain is equipped with flight management system (FMS) on the aerial vehicle trajectory determining solo hop device and the aircraft flying special cost data, and described solo hop device is provided with flight management system on described aircraft.Receive aerial vehicle trajectory and flight special cost data from the FMS of aircraft in the coverage at progress control system traffic control aloft (ATC) center, the ground system of described air traffic control center is equipped with decision support tool (DST).Air traffic control system is determining the specified time of arrival (STA) of aircraft along one or more metering bearing points (meter fixpoint) place going to the one or more paths arrived at the airport, and if any aircraft misses its STA and forces time delay to other aircraft one or more flying to described metering bearing point thus, then whether DST uses the aerial vehicle trajectory of other (delay) aircraft and flight special cost data to be favourable to determine that aerial vehicle trajectory changes one or more bearing in time delay.If suitably, determine the aircraft that can be transferred to delay by air traffic controller for such one.
According to a preferred aspect of the present invention, special cost information of flying is produced by aircraft and is supplied to DST to be analyzed.Based on existing computing power, DST is preferably the part based on the computer system on ground and is not positioned on aircraft.This provide larger data Storage and Processing ability, consider that DST can have much bigger size, be designed for and be arranged in room or buildings, and be not arranged in aircraft cabin.The better medium of the input data from multiple aircraft is compiled under being also provided for the control of traffic control system aloft based on the DST on ground.Should point out, this embodiment of the present invention provides the ability of the progress promoting air traffic control, specifically, so as to adapt to following by the Air Traffic System of advanced person implemented such as based on the operation (TBO) of track, comprise NextGen and SESAR and develop.Like this, DST is designed for and is not only worked by an aircraft, but is worked by aircraft different in a large number, track, position and time restriction.
Arrive manager (AMAN) and be generally used for crowded spatial domain with the arrival program of calculating aircraft on concrete airport.The computer system of progress control system can use aircraft Monitoring Data and/or from the prediction locus of aircraft to the program of the aircraft being structured in certain point (being normally positioned at the metering orientation of terminal airspace boundary) and arriving.Now, this function is performed in the U.S. by the traffic administration consultant (TMA) of Federal Aviation Administration, and other AMAN are used in the world.Generally, the present invention can utilize and arrive program instrument, and described arrival program instrument monitors aircraft based on aircraft data and calculates and arrives order and the STA that aircraft arrives metering orientation.Although most of current program uses prerequisite variable algorithm to calculate STA, there is much different alternative program devices, comprise equipment and preferably serve best program.On the other hand, DST is the consulting instrument for generation of alternative track, described alternative track can perform in advance descending trajectory (this can cause speed to reduce) exactly by making the aircraft of rear arrival, described descending trajectory in advance will according to by computer system for after reach aircraft calculating delay STA aircraft is delivered to metering orientation.
As the enforcement of progress control system of the present invention and the limiting examples of operation, Fig. 2 represents the air traffic conflict occurred near airports, and wherein two aircraft will arrive at the travel pattern on airport simultaneously.Under the scene described with reference to Fig. 2, the delay of an aircraft (shown in Figure 2) must be made, first can enter travel pattern to make another aircraft (not shown) and sufficient amount of space can be provided between aircraft.Although air traffic controller only can require that postponing aircraft reduces its cruise speed or only make another simple track change, does like this and may not save cost most or wish most for aircraft operators.In progress control system, there is provided the air traffic control system of the computer system had based on ground, the described computer system based on ground monitors 4D (highly, horizontal route and the time) track (4DT) of each aircraft when each aircraft enters the spatial domain just monitored by air traffic control system.Suitably be equipped with the aircraft of airborne FMS (or, such as, data communication (DataComm) system) this information can be provided directly to computer system.Specifically, the FMS of a lot of advanced person can calculate 4DT data exactly, and described 4DT data can use CPDLC, ADS-C or another data communication mechanism between aircraft and air traffic control system or exchange from another digital switch of airliner yardman and computer system.
For each aircraft monitored in spatial domain, the computer system associated with air traffic control system is measured orientation at least one association with arrival (destination) airport that aircraft is shared and is calculated Estimated Time of Arrival (ETA).The ETA of multiple aircraft is stored with queue form, and described queue is a part for the data storage cell can accessed by computer system and DST thereof.In the scene described with reference to Fig. 2, wherein first the first aircraft (not shown) enters travel pattern, this causes another aircraft (shown in Figure 2) to postpone, and computer system performs and calculates based on determining the ETA of the first aircraft from aircraft deduction or descending information and postponing the suitable time delay of aircraft.
By using 4DT, flight special cost data and optionally based on from the Selecting parameter postponing the commercial object of aircraft operators that aircraft obtains; computer system uses DST to calculate some possible alternative tracks; these alternative tracks can make to postpone aircraft to postpone and transport solution conflict, fully simultaneously also by starting decline in advance and save aircraft operating cost possibly.In this case, by using suitable ATCo interface (such as figure/user interface), air traffic controller can select one in the possible track recommended by DST (may comprise and declining in advance) and forward this request to delay aircraft.Like this, people still can make decision the track of change of flight device, but DST promotes better operating efficiency by calculating and recommending to comprise the one or more more cost-effective solution shifting to an earlier date descending trajectory.Once descending trajectory request is by postponing aircraft record (" Pilot Check ") and implementing (" 4DT "), air traffic control system just can be observed described request and continue to monitor aerial vehicle trajectory.If necessary and may, ETA can be updated to the metering orientation of each aircraft be stored in data queue memory by air traffic control system.
As shown in Figure 2, progress control system can be implemented finally dispatches local horizon (scheduling horizon) carry out work with reference to initial sum.Initial scheduling local horizon is horizontal line spatially, is the position that each aircraft enters given spatial domain (spatial domain such as, in about 200 nautical miles (370.4km) arrived at the airport).ATM system monitors the position of aircraft and once aircraft enters initial scheduling local horizon, is namely triggered.Final scheduling local horizon (also referred to as STA horizontal line frozen ground) is limited by specific arrival time measurement orientation.STA frozen ground horizontal line can future be defined as be less than or equal to (such as) aircraft of 20 minutes metering orientation ETA.Once aircraft is through STA horizontal line frozen ground, its STA remains unchanged, and progress control system is triggered, and make any meet time maneuvering flight by uplink to aircraft to perform one of alternative track of being designed by the DST of progress control system.
Schematically show the elementary contour of the descending trajectory in advance postponing aircraft in FIG, it proves that aircraft starts to decline (such as, in idle running or under arranging close to idle thrust) than wanting much Zao in standard trajectory.By starting slow decline too much early in flight path, bearing time delay and in a preferred embodiment, consuming less fuel.Aircraft can continue to drop to specifies metering position of orientation or drops to middle lower height, thus allows aircraft with the flight of slower speed to bear flight delays and to consume less fuel.
When the time delay of air traffic must be born, Fig. 1 shown type and the explicit costs advantage of transverse direction or the velocity variations being better than aerial vehicle trajectory can be provided by the maneuvering flight of decline in advance that the progress control system of Fig. 2 becomes possible.Produce experimental evaluation of the present invention and comprise simulation to the following: type of aircraft, the wind profile of multiple Boeing-737 model and meet time target, comprise the simulation created with the predict fuel cost drawn in the time delay data of graphical representation and Fig. 4 in Fig. 3.Graphical representation in Fig. 3, for bearing the relation between the height change degree needed for certain time delay, declines in advance motor-driven given with a certain distance from metering bearing point in-flight.Although fuel uses and stretches higher generally for suppression ratio of cruising in advance for corresponding path under permanent wind condition, observe the existence of non-permanent wind field, because compared with stretching with the path at high height place, significant saving of fuel may be provided.Also developed the framework based on cost coefficient, described framework can support that best-fit time schedule manages the calculating based on ground of maneuvering flight.Discuss a kind of like this discussion of framework at " track management (Trajectory Management Driven by User Preferences) driven by user preference " of the people such as Torres of the 30th digital avionics system meeting (16-20 day in October, 2011), the religious doctrine about a kind of like this framework of described discussion is incorporated in this instructions by reference.
The cost of operation flight can resolve into fuel cost and other direct and time correlation costs, includes but not limited to group member's wage, craft preservation, passenger and freight logistics and depreciation of capital.The preferred embodiments of the present invention relate to and deduct effective running cost from the airborne FMS of aircraft.Can cost index be comprised for calculating with the suitable mechanism of evaluation operation cost, as above and in Torres discuss.Such calculating of given aircraft and assessment may be positioned in aircraft originally with it because the necessary hardware requirement of data Storage and Processing is far away required by the too late DST based on the system on ground.Pending information will depend on or directly relevant to given aircraft, and this is formed with all aircraft substantially belonged in the air traffic that monitored by given air traffic control center and contrasts.Described mechanism makes described Information Availability in (coming downwards to) air traffic control system and DST thereof subsequently.
As mentioned above, Torres contains the discussion to the framework based on cost coefficient, described framework can support that best-fit time schedule manages the calculating based on ground of maneuvering flight, by institute's review calculated response in the STA of new cost optimization of comparatively early aircraft determination aircraft missing its STA.Generally; with regard to the change of speed, transverse path change (change in path length) or cruising altitude, a kind of like this framework relates to the aircraft of the various types of variable costss (relative to current planning track or absolute cost) calculating its current planning track.Described cruising altitude change is most possibly that the reduction of cruising altitude is to underspeed, although the increase of cruising altitude is likely suitable, such as, if the powerful contrary wind at high height place can cause overall time delay, described overall time delay can meet the rear STA of the aircraft necessitated because comparatively early aircraft misses its STA.This cost information is made to transfer to ground DST (possibility is as the cost coefficient collection from aircraft).
In view of the foregoing, whether cost information may be used for determining that specific process changes is stretch with (such as) path or compared with another maneuvering flight, meet the more effective method of program.The limiting examples that such process changes will for descending trajectory in advance optimum for the new STA meeting aircraft, and particular instance is because aircraft comparatively morning misses the rear STA that its STA becomes necessary.The available information that aircraft provides by DST is compiled in more useful instrument.If a part of TBO is comparatively early described, DST produces and compiles information, track can be there is by described information to consult, and according to described information, DST preferably produces some possible alternative tracks, and one or more can by the restriction of the preferred and/or applicable existing Traffic Environment of aircraft operators.DST is intended to provide all available flying qualities and preferred trajectories by suitable interface to one or more people user and promote to use spatial domain better and meet aircraft user preferred trajectories, and described interface allows user to make decision based on track and potential extraneous information.
By the access of the STA to managed aircraft, DST can carry out the ETA of calculating aircraft based on prediction aerial vehicle trajectory.If the ETA of aircraft is early than its STA, then need to bear time delay.On the contrary, if the ETA of aircraft is later than its STA, then need aircraft is shifted to an earlier date in time.DST based on ground can consider the various combinations of the stretching, extension of velocity variations (single speed command or time restriction, as required time of arrival (RTA)), transverse path or shortcut and/or cruising altitude change.For aircraft, the cost face be made up of descending cost coefficient for assessment of the time that the meets maneuvering flight with selection aircraft, and more preferably, looks best that the best meets time maneuvering flight when arriving metering orientation and meeting STA.
In view of the foregoing, the present invention realizes cruising in advance and declines as the part being set as available feasible option for air traffic controller, thus the option expanded for meeting time schedule management is arranged.This also increases the available degree of freedom beyond velocity variations and path stretching, extension, thus allow to be identified in better in crowded spatial domain the Lothrus apterus track meeting and require opportunity.Utilizing option setting widely and the device for calculating the cost associated with each option, can consider and meet aircraft commercial object.
Although the present invention is described with regard to some embodiment, obviously, those skilled in the art can use other forms.Correspondingly, should be understood that the specific embodiment that the invention is not restricted to describe in this instructions.Therefore, scope of the present invention is only by the restriction of following claims.
Claims (11)
1. one kind for managing the progress control system of air traffic, described air traffic comprise be in limit in spatial domain and close to the multiple aircraft arrived at the airport, each in described multiple aircraft all has the existing trajectory parameters comprising three-dimensional position and speed, and described progress control system comprises:
Onboard flight management system, described onboard flight management system associates individually with described multiple aircraft and is applicable to determine the aerial vehicle trajectory of the described aircraft associated with it and special cost data of flying;
Air traffic control system, described air traffic control system is applicable to monitor described multiple aircraft but is not arranged in any one of described multiple aircraft, described air traffic control system has decision support tool, described air traffic control system can be used to from described flight management system obtain described aerial vehicle trajectory and described aircraft special cost data and along the line for the path arrived at the airport described in going at least one position be that each in described multiple aircraft generates specified time of arrival (STA);
If any one wherein in multiple aircraft is missed its STA and is made second of flying in described multiple aircraft of at least one position described postpone to force the STA more to described second aircraft thus at least one position described, so described air traffic control system can be used to and described aerial vehicle trajectory and described flight special cost data are transferred to described decision support tool, use described decision support tool determine specific track change for allow described second aircraft bear with described more after the delay that associates of STA whether more save cost, and the decision-making subsequently based on the people helped by described decision support tool comes to described second aircraft transfer instruction.
2. progress control system according to claim 1, wherein said flight special cost data comprise at least one time correlation flight special cost.
3. progress control system according to claim 1, wherein said specific track change comprises the change of cruising altitude to reduce the speed of described second aircraft.
4. progress control system according to claim 1, wherein said specific track change comprise in advance descending trajectory to reduce the speed of described second aircraft.
5. progress control system according to claim 1, at least one position wherein said is metering bearing point.
6. management comprise be in limit in spatial domain and close arrive at the airport the methods of air traffic of multiple aircraft, each in described multiple aircraft all has the existing trajectory parameters comprising three-dimensional position and speed, and described method comprises:
By determining the aerial vehicle trajectory of each in described multiple aircraft and special cost data of flying with the onboard flight management system that described multiple aircraft associates separately;
By be not arranged in described multiple aircraft any one on air traffic control system monitor described multiple aircraft;
At least one position on along the line for the path arrived at the airport described in going to is come for each in described multiple aircraft generates specified time of arrival (STA) by described air traffic control system;
If any one in described multiple aircraft is missed its STA and is made second of flying in described multiple aircraft of at least one position described postpone to force the STA more to described second aircraft thus at least one position described, so
The described aerial vehicle trajectory obtained from described flight management system and described flight special cost data are transferred to the decision support tool of described air traffic control system;
Use described decision support tool determine specific track change for allow described second aircraft bear with described more after the delay that associates of STA whether more save cost; And subsequently
Decision-making based on the people helped by described decision support tool comes to described second aircraft transfer instruction.
7. method according to claim 6, wherein said flight special cost data comprise at least one time correlation flight special cost.
8. method according to claim 6, wherein said specific track change comprises the change of cruising altitude to reduce the speed of described second aircraft.
9. method according to claim 6, wherein said specific track change comprise in advance descending trajectory to reduce the speed of described second aircraft.
10. method according to claim 6, at least one position wherein said is metering bearing point.
11. 1 kinds of progress control systems comprising the device requiring the step described in 6 for enforcement of rights.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US201261666801P | 2012-06-30 | 2012-06-30 | |
| US61/666801 | 2012-06-30 | ||
| US13/786858 | 2013-03-06 | ||
| US13/786,858 US9177480B2 (en) | 2011-02-22 | 2013-03-06 | Schedule management system and method for managing air traffic |
| PCT/US2013/045655 WO2014004101A1 (en) | 2012-06-30 | 2013-06-13 | Schedule management system and method for managing air traffic |
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| Publication Number | Publication Date |
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| CN104488012A true CN104488012A (en) | 2015-04-01 |
| CN104488012B CN104488012B (en) | 2017-03-08 |
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| CN201380035034.8A Active CN104488012B (en) | 2012-06-30 | 2013-06-13 | For managing the progress control system and method for air traffic |
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| EP (1) | EP2867880B1 (en) |
| JP (1) | JP6248104B2 (en) |
| CN (1) | CN104488012B (en) |
| BR (1) | BR112015000076A2 (en) |
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| WO (1) | WO2014004101A1 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN105654783A (en) * | 2016-01-07 | 2016-06-08 | 中国民用航空飞行学院 | Method for realizing continuous descent operation (CDO) |
| CN106066649A (en) * | 2015-04-21 | 2016-11-02 | 泰雷兹公司 | Information for aircraft transmits the method and system with information sharing |
| CN106952504A (en) * | 2015-11-03 | 2017-07-14 | 霍尼韦尔国际公司 | Aircraft system and method with enhancing CPDLC message managements |
| CN107025805A (en) * | 2017-04-23 | 2017-08-08 | 温州云航信息科技有限公司 | Coordinated decision system moment computational methods and correspondence system based on candidate mechanism |
| CN107784868A (en) * | 2016-08-26 | 2018-03-09 | 泰雷兹公司 | Drive householder method, related computer program product and the servicing unit of aircraft |
| CN107818396A (en) * | 2016-09-13 | 2018-03-20 | 泰勒斯公司 | For changing the decision assistant of flight plan |
| CN108573618A (en) * | 2017-03-09 | 2018-09-25 | 波音公司 | The elasticity enhancing of the operation based on track in aviation |
| CN110855397A (en) * | 2019-11-07 | 2020-02-28 | 中国民航大学 | ADS-B delay forwarding message detection and interference station positioning method |
| CN114973775A (en) * | 2021-02-19 | 2022-08-30 | 百合航空有限公司 | System and method for navigating an aircraft |
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| US11443641B2 (en) | 2020-03-18 | 2022-09-13 | Honeywell International Inc. | Systems and methods for flight plan modifications |
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| CN106066649A (en) * | 2015-04-21 | 2016-11-02 | 泰雷兹公司 | Information for aircraft transmits the method and system with information sharing |
| CN106066649B (en) * | 2015-04-21 | 2021-06-18 | 泰雷兹公司 | Method and system for information transfer and information sharing of aircraft |
| CN106952504A (en) * | 2015-11-03 | 2017-07-14 | 霍尼韦尔国际公司 | Aircraft system and method with enhancing CPDLC message managements |
| CN105654783A (en) * | 2016-01-07 | 2016-06-08 | 中国民用航空飞行学院 | Method for realizing continuous descent operation (CDO) |
| CN107784868A (en) * | 2016-08-26 | 2018-03-09 | 泰雷兹公司 | Drive householder method, related computer program product and the servicing unit of aircraft |
| CN107818396A (en) * | 2016-09-13 | 2018-03-20 | 泰勒斯公司 | For changing the decision assistant of flight plan |
| CN108573618A (en) * | 2017-03-09 | 2018-09-25 | 波音公司 | The elasticity enhancing of the operation based on track in aviation |
| CN107025805A (en) * | 2017-04-23 | 2017-08-08 | 温州云航信息科技有限公司 | Coordinated decision system moment computational methods and correspondence system based on candidate mechanism |
| CN110855397A (en) * | 2019-11-07 | 2020-02-28 | 中国民航大学 | ADS-B delay forwarding message detection and interference station positioning method |
| CN110855397B (en) * | 2019-11-07 | 2023-03-28 | 中国民航大学 | ADS-B delay forwarding message detection and jamming station positioning method |
| CN114973775A (en) * | 2021-02-19 | 2022-08-30 | 百合航空有限公司 | System and method for navigating an aircraft |
| CN114973775B (en) * | 2021-02-19 | 2024-03-01 | 百合航空有限公司 | System and method for navigating an aircraft |
Also Published As
| Publication number | Publication date |
|---|---|
| JP6248104B2 (en) | 2017-12-13 |
| CN104488012B (en) | 2017-03-08 |
| CA2877339A1 (en) | 2014-01-03 |
| BR112015000076A2 (en) | 2017-10-10 |
| JP2015527644A (en) | 2015-09-17 |
| EP2867880A1 (en) | 2015-05-06 |
| EP2867880B1 (en) | 2020-11-11 |
| WO2014004101A1 (en) | 2014-01-03 |
| CA2877339C (en) | 2021-03-16 |
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