DE4237530A1 - Air traffic control method using computer - determining correct flight path and ideal time of use to guide aircraft without pilot after telecommunication between pilot and control tower - Google Patents

Abstract

In the air traffic control method, computers take over the work of pilots and control air traffic for flight safety. The pilot receives useful data from data banks to calculate his flight path. The pilot then enters the data into the computer for air space reservation. The computer determines when the flight path can be used collision-free, and reserves and stores the flight path. The computer provides the start time to the plane/pilot. The pilot engages in the necessary communication with the computer only before the start and via normal telephone lines. Once the computer determines the flight path, the plane flies independent of the computer's subsequent commands. USE/ADVANTAGE - Prevents queues in air, minimises flight costs.

Description

The invention relates to the control of air traffic.

Today air traffic is regulated by air traffic controllers and pilots.

The air traffic controller and pilot communicate with each other and before and during the flight exchange data. From a sufficiently high air traffic density this is no longer controllable by humans. This also includes the unmanned and fully automatically controlled flight technology not or too little.

This is where the invention helps. As featured in the claims , it solves the task of creating a procedure for air traffic which air traffic control is largely automated. For example, catches up The aircraft calculates the necessary data from databases, calculates its airline hereafter and communicates this to an air traffic control computer. This calculates when this airline flies collision-free and returns the Takeoff time continues from the plane and the landing site. The plane takes off exactly at that time and flies its line on schedule.

The advantage of the invention is to expand air traffic as needed to be able to largely do without conventional air traffic controllers and pilots can, so to speak, human errors do not occur, individual traffic allow to allow a maximum of vehicle variety, no queues in the air, minimizing air traffic control costs and fees, and much more.

In the following, the invention is explained using only one example, and with a plane taking off vertically.

A method for controlling air traffic is presented at the computer to do the work and the aircraft or air traffic control generally (for example, not militarily) without pilots or air traffic controllers can get by, as well as the capacity of the controller to accommodate the current i against air traffic at least for the most part. Preferably provides the aircraft, pilot or the applicant of the flight all for one Flight necessary communication (e.g. to the computer of the airspace reservation or air traffic control) normally only before takeoff and only via normal Phone structure. So the plane is at the parking lot and is in it Example directly connected to the normal telephone network via cable or radio.  

It contacts separate computers and databases in order for Record the flight, destination and air traffic control data or to deliver.

For example, it first selects a computer, the parking lot for airplanes mediates and includes the target parking space, and has it reserved. Is If the desired parking space is not free, it will reserve the next free one. The He immediately notifies the aircraft of the reservation.

Now the plane calculates the area to be flown over and calls from one Elevation database the ground and summit elevation data plus possibly available restricted airspace areas of this area and then calculates its airline.

It now sends one or more airspace reservation computers (in following level computer = "EC") for each required time unit Space fields through which it flies. EC then searches for a flight time to the it can fly through these spaces without collision, reserve and save it depends on the time and deletes it again after the time has elapsed. The time unit is 2 seconds. He shares the appropriate start time with the start and finish parking spaces with, the former forwards it to the aircraft or the pilot.

This air traffic control here normally consists only of such ECs, including Lich your maintenance staff, for example. You only have to do this Make spatial field comparisons, time mediation or airspace reservation; these Air traffic control therefore needs according to claim 5 in particular for space serving no other data, such as from radar systems, weather agency, and so on continue, fetch. It also needs work in the metropolitan areas no radar systems for approval and start time determination of the flight. Man can still operate it (e.g. to detect unauthorized flights). After the reservation, these computers access the airspace reservation or Air traffic control systems normally no longer enter the airline, the aircraft is flying then independent of it. Exceptions are very limited and very rare (e.g. Warning if another emergency suddenly occurs in the actual target car park det). The aircraft taking off vertically knows at the start that the target parking space is already free and can be seen from above, usually a straight airline to get a reservation. All types of aircraft know that their airline is normal can fly without collisions without changing, observing the time.

There is preferably a small radio transmitter at the point of the parking lot, the directly over the phone from the EC with the takeoff / landing time of the aircraft is supplied. As a starting place, it switches on immediately before the start.  

As a landing site, it switches to the normally defined one depending on the radio range Time, or if different, at a time separately delivered to the aircraft another time. The aircraft locates these transmitters and orients itself at takeoff and landing after them. Normally it flies in the intended one when landing Höhenbogen exactly towards him.

The parking lot also has a small battery that can be used even if the car fails Power line functionality guaranteed. The radio transmits for example its exact location coordinates (in bits) so that it can be used by others Aircraft is clearly recognized and they can orientate themselves. Also are further information on this, such as when a other aircraft has temporarily landed on it.

For example, the radio transmitter has 2 frequency ranges, a medium and a short one, depending on the position of the flying aircraft toggles. Regionally balanced, some landing sites have one third, always on long frequency. In areas with high flight density also the middle one always switched on, distributed regionally evenly or not in every landing site. The medium and long ones are preferably on neighboring ones Roofs to radiate evenly. Even the short one can be the same at a higher point, to which it switches accordingly.

Each frequency range has a normal 4, the short and medium one with a high one Parking lot density 16 different frequencies. Information about this Frequencies have the parking lot, the parking lot reservation or other Computer saved.

The area is completely complete with a network of such transmitters (especially long frequency) coated, planes with appropriate Positioning and the resulting electronic control fly without pilots.

Airspace restricted areas in the altitude database can be spatially and temporally changed so that, for example, kites, motorized aircraft, Military machines, police helicopters, etc. have sufficient scope (e.g. there Reserve 1 day in advance, as EC z. B. Reserve only 15b time units in advance (2s each).

For example, police and rescue helicopters also have in their area all parking spaces are stored themselves and their radio frequencies can be extracted from the Activate air to orient yourself. You have to fly through Call up the room in the EC beforehand in a time-critical manner. So you know where he is free and reserve accordingly.  

It is in areas with airfields for horizontal takeoff and landing technology possible to lock precisely defined spaces for the technology according to the invention and look after them with conventional air traffic control.

In the following, further basics are dealt with, which in this example are for communication between the aircraft and the EC is necessary.

According to the invention, the air space is un more than one height layer (level) divided, here in 4, each with their own airspace reservation. So there is 4 types of ECs (1-4EC), one for each level. The unit of the basic height in which the atmosphere is divided up to 4548m above normal zero (above sea level) each 305.75m, up to 19,224km each 611.5m, above that each 1223m. The height layer 1E (the of the 1EC) goes from -344 to 2102 or 4548m above sea level, depending on whether this level works with 3 or 4 bit (b). Layer 2E of 2EC begins accordingly there and extends to 9440m above sea level. That of the 3EC ranges from there, depending on whether it is 4 or 5b up to 19,224 or 38,792 km altitude. The 4EC works on this.

For the size of the area (E area) of the work area of the individual ECs and the landing site number becomes earth only from the equator, then from Greenwich horizontal / vertical always divided by 2, each time 1b (each 0 ′ to the south and vests). After 9b horizontally you have the length of each in the north / south 1E area, about 39.14 / 39.0 km, depending on the latitude, 0-10b vertical, one has its width, 0.7071 to 1.4142 by 39.14 km. 2E area has the Area of 4 by 4 1ECs, 3E area by 8 by 8 2ECs.

Each landing site has a bit coordinate number that is derived from the 1EC number 9 + (0.. 10) b starts. Length and width are divided 16 times by 2 each = 32b.

Each EC in each level (1-4) has its own telephone number and must be dated Airplane can be addressed separately. Depending on the location, ECs also include several E-areas on their level (with the same phone number). For each Such e-areas have ECs with an identical database complex with which they work completely independently of the other e-areas can. Each e-area is in its own directory, which according to the "2b + x" ECK (EC identification number) is quickly found. The 2b deliver 1-3ECs the following 4 options with the additional bits in brackets:

• 1. the most important E area is addressed (+ 0b); most important + secondary Tigest are from the electronics storage of parking lots, PPCs and others Information points available,
• 2. the second most important (+ 0b),
• 3. exactly one of the 8 E-neighbors of the most important one (+ 3b, numbering begin  from north to east),
• 4. Follow the coordinates of the respective EC area (1/2 / 3EC: 9-19b / 7-15b / 4-9b); With 4EC: only 3 computers in total: one south (has 2 4E areas: 4ECK there only a total of 1b), 2 north of the equator (4ECK omitted).

For flights, the 2 or more computers of the airspace reservation or flight fuses (within one or different heights) must meet not according to claim 9 specifically for airspace reservation communicate with each other. But that doesn't mean, for example, that an EC doesn't another as parallel computer to work from instead of his own Passes place and the z. B. Returns results.

The landing site coordinates are in a separate parking lot computer (PPC) managed, whose area responsibility mostly corresponds to that of the respective 1EC. The area of each 1E area (landing areas of the 2E area are included here integrated) in the PPC, as in the 1EC, has its own directory, which according to the same ECK method can be found. The ECs know the phone numbers of PPCs that have landing sites in their catchment area.

Each aircraft has a home landing site (LPh). The person responsible for this PPC is the home PPC (PPCh) for the aircraft. In the corresponding ECK The area in the PPCh contains the so-called home file for the aircraft, in which it is numbered with a 23b number and all of its flights and Fees are managed seamlessly.

When the aircraft receives data in any EC, follow the aircraft number 2b, which say where the PPCh area of the aircraft is:

1/2 = in the entire region of the addressed EC, namely in its most important / second most important 1E area.

3 = as before, but outside 1. and 2. A third bit follows, whether 3a / 3b.

3a = in one of the 8 (3b) 1E surrounding the most important 1E area Areas; 3a now follow these 3 bits (as with ECK).

3b = in another 1E area of this PPC. Here follows his full Coordinate number.

4 = not in the region of the EC in question. The normal ECK follows of the PPCh area "2b + xb".

At 4. the PPCh phone number is still required:

The next bit says whether it starts with the a) country or b) area code (in both cases, do without the first 1 or 2 zeros);

now: 4b say how many digits the incoming number has = up to 16, then this number follows in bits.  

In the following, the data transmission between the aircraft and the EC becomes Airspace reservation explained using just one example.

The aircraft already has ECKs and the height of the ECs (if not: from Get electronic memory of the landing sites or other databases).

Data input from the EC: Before the actual aircraft data, the or the telephone number of the launch site (caller) and possibly transmit other telecommunications data. Then the begins actual data transmission of the caller. First comes 1b, whether there are others Messages follow. If no, the aircraft data now come:

They are divided into the order in which they arrive I) preparatory dates II) main dates and III) final dates; to I:

1. Purpose of the call 2 times 1b; if 1.b = yes, 2.b says whether A. an aircraft reserves space fields (if yes), or if no:

B1 (at 1EC) a landing site announces a successful landing, or

B2 (with 2-4EC) information data are retrieved, if 1.b purpose = no, the 2.b says whether he C. is fully time-critical (if yes) or D. other (if no).

If data from the EC are to be processed immediately without a queue, call they are fully time-critical. EC therefore checks on receipt of the "telephone line" earliest this 2b purpose, processes C immediately and sets purpose A / B / D each in a separate queue number 4/1/2. Number 1 is always before 2, this one before 3 (will be explained later; from old E-area) and this will be processed before 4.

For purpose D other: next 2b say a) EC speaks to air traffic control personnel (+ other at 2EC), b) faults present (+ other at 2EC), c + d) other others; e.g. B. with 2EC: c and d say that there are parking spaces in the 2EC, where at c an aircraft reserves space fields, at d a landing site the landing communicates. EC now puts c / d in queue 4/1.

With room reservation A and landing notification B1 follow from the "Te lephonleitung "in queue 4 or 1

2. the ECK of the addressed computer 2b + xb and

3. the aircraft number 23b + 2b + xb; for 2nd and 3rd see previous pages.

To reserve a room, 4. now follow the start time, 5. if necessary Land-1EC and 6. the parking lot coordinates.

4. Starting time: with 2-4EC always deliver the time, always only 15b.

1EC: if 1.b = no: no time delivered; 1.b = yes: 2.b says whether the time is delivered in 10b or 15b. It is with time delivery (time unit = 2s) in the case of the EC, the fraction of bits started. If this is no longer enough, so the next one is meant. When delivering time to EC, it keeps the real time to which he received the line to be able to compare.  

For 5 .: 1b, whether 1EC landing-1EC {question with 1EC always; does not apply to 3 + 4ECs; with 2EC only if purpose = Dc}.

Is 1EC just a start or intermediate computer? If no, the telephone follows number of the target parking space: 2.b, whether without area code; if no: 3.b whether with Country choice; then the bits follow as with the aircraft number.

To 6. Parking space coordinates (always with 1EC; with 2EC only if purpose = Dc; omitted for 3 / 4EC): When the aircraft starts in the addressed EC or lands (not just flying through, in or out), the EC must also deliver the coordinates of the corresponding parking lot.

2b now say whose coordinates follow: a) from the take-off and landing area, b) only from the launch site, c) only from the landing site, d) no coordinates; if a-c, then these coordinates now follow (take-off site always in front of the landing site).

The plane places 2b in front of the parking lot coordinates, which say whether the parking lot is 1. in the 1E area of the aircraft's PPCh, 2. in its area most important 1E neighboring area, 3. in one of the 8 fields around 1. (then follow first 3b as in ECK), or 4th in another 1E area (1E coordinates then follow).

Now EC gets the rest of the parking lot coordinates from the plane (16 + 16b).

Now the aircraft delivers 1b (2b if base height at 1/2/3 / 4EC 4/4/6 / 7b) for the main height, that is, in which half (quarter) of the full height of the EC the dates below are.

Re II: In the following, the field data delivery (corresponds to purpose A the main data) of the aircraft in the EC at each time unit.

Depending on the flight accuracy, speed and aircraft size, it must be in the EC reserve more or less space. For each room field to be delivered Length and side of the area of an EC alternately divided by 2. For each Raumfeld in 1/2/3 / EC first 14/14/20 times, which is 14/14 / 20b maximum field size results (at 4EC between ± 45 ° latitude of the earth 27 times, rest in the direction of the Divide poles per bit more length each 1 times less).

This bit is followed by the basic height = 2b at 1EC and 2EC (± 305.8m; above 4548 ± 611.5m), with 3EC 4b and 4EC Sb. This area and height result in that Base area (without height: base area).

Next is a 3b distributor number (1-8) that tells how many bits come to this field yet. At 1-8 follow 0/1/2/3/4/5/6 / 7b surface. With 1EC comes at 5-8 after the number of distributors an additional bit, whether there is a third group with 4 options and this  is meant. If additional bit is no, 4/5/6 / 7b follow, if yes 8/9/0 / 0b. The penultimate and last 0 in the case of yes says that 2 or 4 whole neighboring space areas be reserved, the one addressed and the one in the once or twice next larger bit is integrated (gives the 12b maximum field size for 1 / 2EC).

Now the bottom and top heights follow one after the other defined area with 5b each (1 = each above).

Now follows a connection bit, whether it continues with a neighboring field or the 2b end dates follow. To neighboring field: + 2b come for its size:

• a) next smaller,
• b) the same size (e.g. they can have different heights),
• c) larger (1b larger; if more, then via end dates),
• d) other possibility (to be defined), to a: + 1b, a1) whether in the old field of four (the starting field would have 2 of 4), here follows 1b which of the other two, or a2) + 3b one of the rest 8 (out of 10) around the big one (from the north on the right).

To b + c: + 3b say its direction (from the north). With a-c, 1b now always follows whether the old height is adopted.

Regarding III: The final dates now follow for the spatial field reservation.

The next 2b say whether the Raumfeld data delivery

• a) continue with a new distribution number = + 3b + xb, for large fields often more advantageous than the neighbors above,
• b) a new basic space field (not controllable via neighboring field) comes + 1b: 1. only new area (+ 3b, which direction, then again 3b for the Distributor) or 2. only new height (+ 1b, whether it adjoins below or above, + 1b, whether the old field is used or + 3b, a new distributor is coming),
• c) the next time cell begins (the old basic space field is continued, because of overlap), + 3b distributor or
• d) Other + 2b is coming: 1. normally finished in this E-area, 2. a new one Basic space field comes (adjacent height + area, both new), + 2/2/4 / 5b (1/2/3 / 4EC) for the basic height and + 3b for the surface direction (as above), 3. + 1b: 3a) a time flag (16b) is saved (no bit delivery for this, then again 2b end dates), on which in the next main height (in the same or next E area) is continued with a new basic space field, 3b) Continuation at the time marker in the new main height (new main height + Basic space field follows) or 4. Other.

The last space field (the one at the LPz) becomes at least 1 time unit (2s) longer reserved.  

If d1): next b (final branch) says whether the plane is finished with the EC or not.

If not, follow 2b with 4 options:

• A) EC continues in this EC with the next E-area on the same level.
• B) Continue the reservation in a new time cell in the old E area. Here follow 3b, how many double bits (up to 8 times 2b; with normal odd: 0 in front) has the number of skipped time cells, then this number comes after the further field data delivery.
• C) EC deletes a previously reserved but not possible line (e.g. with the same Parking spaces if a subsequent external EC is not free). Airplane supplies now the original start time 1b + 10 / 15b or 15b. Now follow again 2b final branch.
• D) Other.

If A) next E-area: the next ones delivered by the aircraft Bit are the ECK number of the new 1E area 2b + xb.

Now in the EC in the old ECK area the bits for the entry into the new one ECK area prepared and delivered in queue 3, from where they from normal (as before) to be processed further (when processing the different E areas of an EC in parallel operation, the "old" one newly prepared data in a possible queue of the "new" back on, then omit the ECK when starting up).

EC in the old ECK area now builds in the data for the new a) the new one ECK b1) the direction of work, b2) possibly further ECKs, c) the aircraft number and d) the start time and send it off.

b1 is 1b, which says whether 1) is connected to the previous reservation or 2) EC again with the first 1E area delivered by the aircraft to start a new time. At 2) the aircraft number already follows. At 1) now follows (b2) the ECK (2b + xb) of the first E area. Next bit then says whether another ECK will follow. That would come from the second E area well, then 1 bit again. . . , etc. Finally comes the unchanged Airplane number.

Now old EC builds in the start time (is from the time marker): 1b + 1b + 10b / 15b (as before; from 2EC 15b); if line is not free, return to initial EC.

The remaining bits come from the delivering aircraft:

1b whether 1 / 2EC landing EC + possibly landing site telephone number, as before, Take-off and landing place coordinates, etc. (everything as before).  

Each E-area has a backup file in the EC. She has for every time unit a time field (15b time fields, sorted according to this). In that which the Target landing / exit time corresponds directly after the room reservation the following (a to f per flight) saved:

• a) Aircraft number (23b + 2b + xb, sorted by bit size), associated b-f:
• b) Start / entry time in this E area: 1b + 10b / 15b in the 1EC, 15b otherwise,
• c) (in the 1EC and 2EC only 1b whether actual starting place) coordinates of the start square (+1 6b + 1 6b) or the entry field (+ field group area 14-16b),
• d) as c, but to the landing site or exit field,
• e) fees for this flight and
• f) the entire line brought in by the aircraft.

At the same time, EC creates a separate landing time file for the reserved ones Flights arriving in this E-area. It's just like the backup file, but here not a-f, but only a) the aircraft number and deleted after the country announcement. For example, are after 128s Time lapse of airplanes in the elapsed time field, she informs the safe personnel.

Every 128 seconds, EC moves the backup file to the hard disk. Later you save them on a tape drive (because of the fee control).

EC response to a) plane and b) landing site.

After notifying the caller phone number and possibly other distance reporting data (as with the EC input) gives EC 3b for the purpose of Call through. The third option here is the start / arrival time notification (for a), the 4th the landing time notification (to b) of the EC.

From the 1EC it now follows 1b whether the time arrives in 9b or 15b, from 2-4EC only 15b. These bits now follow.

(Regarding a: EC it always assumes that a starting place sent the reservation. Caller is treated as a starting place. Starting place must also know when that Aircraft takes off, it forwards the data to the aircraft.) After a successful landing, the landing site informs its EC of this. To the receipt of preparatory data 1. of the purpose (e.g. 2b, at B was the landing always successful), 2. the ECK of the addressed computer 2b + xb and 3. the aircraft number (23b + 2b + xb) follow 4. as the main data 5b time difference between target / actual landing time. If this is over 5b: landing site must pass the EC immediately after this exceed time-critical notification of purpose C. EC leads to appropriate security personnel and, for example, checks  an emergency radio frequency, whether the aircraft is still operational and communicates then with him. The final data is now 5.1b, whether more will follow. If so: + 1b justification for timeout / other; this then follows (for Justifications for this and work in time-critical timeouts separate backup files are created in the EC or with security personnel and saved long-term).

EC is now looking for the aircraft number in the landing time file.

If the time difference is over 0, he looks at the reason. The plane knows how far the airline has been properly flown. If until short everything was fine before landing, but the pilot then unproblematic Made changes, next bit = yes; if no (not OK) must EC from the backup file everything saved for this flight and the landing Hand over delivery to security personnel. The registration of the Lan The time file is now deleted.

Claims (10)

1. A method for the control of air traffic, characterized in that computers take over the work and aircraft or air traffic control can generally do without pilots or air traffic controllers, and the capacity of the control enables the current road traffic in the air to be taken up at least largely. 2. Procedure for the control of air traffic, characterized in that the aircraft or pilot takes necessary data from databases, hereafter calculated his airline and this a computer of the air Reservation tells you when it calculates when this airline to fly through collision-free, this line reserves, stores and the Take the takeoff time to the aircraft / pilot. 3. The method according to claim 1 or 2, characterized in that the Airplane, pilot or the applicant of the flight all for one flight necessary communication to the computer of the airspace reservation or the Air traffic control normal only before takeoff and only above normal Manufactures phone structure. 4. The method according to claim 1 or 2, characterized in that the Airspace reservation computer Space fields for airspace reservation to be delivered. 5. The method according to claim 1 or 2, characterized in that the Computer of the airspace reservation or the air traffic control to the room reserve no need to fetch data. 6. The method according to claim 1 or 2, characterized in that the Computer of the airspace reservation or the air traffic control in the metropolitan area areas for work on approval and start time determination of the flight no radar systems required. 7. The method according to claim 1 or 2, characterized in that the Computer of the airspace reservation or the air traffic control after the reser The aircraft normally no longer intervenes, the aircraft flies then independent of him.   8. The method according to claim 1 or 2, characterized in that for the size of the area (E-area) of the work area of the individual computers the airspace reservation the earth from equator / Greenwich horizontally / is always divided vertically by 2, and depending on the location also several such areas and completely independent of one another in such Computers can be processed. 9. The method according to claim 1 or 2, characterized in that at Flights, the 2 or more computers of the airspace reservation or flight meet fuses, especially for airspace reservations others have to communicate. 10. The method according to claim 1 or 2, characterized in that in Landing sites for vertically taking off and landing planes a radio transmitter is installed, on which the aircraft is oriented at take-off and on which it flies to when landing.