EP0925568B1 - Interface homme-machine pour le controle de la circulation sur un aeroport - Google Patents

Interface homme-machine pour le controle de la circulation sur un aeroport Download PDF

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Publication number
EP0925568B1
EP0925568B1 EP97941856A EP97941856A EP0925568B1 EP 0925568 B1 EP0925568 B1 EP 0925568B1 EP 97941856 A EP97941856 A EP 97941856A EP 97941856 A EP97941856 A EP 97941856A EP 0925568 B1 EP0925568 B1 EP 0925568B1
Authority
EP
European Patent Office
Prior art keywords
man
machine interface
interface according
airport
aircraft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP97941856A
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German (de)
English (en)
Other versions
EP0925568A1 (fr
Inventor
Jean-Claude Vandevoorde
Robert Castor
André JELU
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Adb Bvba
ADB Airfield Solutions GmbH and Co KG
Original Assignee
Siemens AG
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0925568A1 publication Critical patent/EP0925568A1/fr
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Publication of EP0925568B1 publication Critical patent/EP0925568B1/fr
Anticipated expiration legal-status Critical
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q99/00—Subject matter not provided for in other groups of this subclass
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground

Definitions

  • the invention relates to a man-machine interface (MMI) for airport traffic control purposes according to the preamble of claim 1.
  • MMI man-machine interface
  • a display device for use at airports is already known from EP 0 725 283 A1. There, the information required for the flight control is displayed on a conventional screen.
  • the disadvantage here, however, is their size, which affects the field of view of the controller.
  • the screens are connected to computing units that contain the information stored at an airport incurred, collected, processed and presented in a displayable form. Examples, in particular the treatment, can be found in US Pat. No. 5,374,932, US Pat. No. 5,485,151 and US Pat. No. 5,262,784.
  • the MMI is designed to be interactive.
  • the previously known MMIs for airports have a separation between the display unit and the switching devices, which are preferably designed as keyboards on. This requires the controllers to have increased concentration and constant control as to whether the correct shift elements have been actuated.
  • An interactive execution eliminates these disadvantages and allows a safer work than before.
  • the MMI not only has a previously unknown size but also a design as a flat screen.
  • screens with large formats eg with screen diagonals over 100 cm, so to arrange in the field of view of controllers on the airport towers that enough visibility on the runways, taxiways, etc. remains. In the monitors used so far this was not possible because of the large construction depth.
  • the flat screen which has a high resolution and day (sun) light, is usable.
  • Flat screens that can be used in daylight are already known, for example from the publication "Daylight-compatible flat displays" from Siemens AG, area of data technology, from October 1995.
  • the screens are designed as touchscreens for integrated display and operation of control devices, e.g. Stop bars etc. of an airport are designed so as to allow an immediate routing to the airport. So even better than with a "blind" to use keyboard and a mouse safely and without the operator having to change the direction, commands and operating instructions in the tower.
  • menus and windows can be displayed on the screen of the MMI, which can be supplemented and changed by means of a keyboard as well as in Windows technology, e.g. with the help of a mouse, can be called.
  • Windows technology e.g. with the help of a mouse
  • the movement areas of the aircraft and / or vehicles at the airport preferably as edited video, shown.
  • a large screen preferably with a diagonal over 100 cm
  • the representation of the main traffic areas of a major airport is possible with sufficiently high resolution.
  • the at least two runways and the taxiways can be displayed both as a processed video and possibly as a raw video, the edited video can also be abandoned or superimposed on the positions of stop bars, other signalers, sensors and their switching and display states.
  • the aircraft can be displayed with their flight number and possibly also with their type designation. Despite these many details, the necessary overview is given with the screen according to the invention over 19 or 21 inches, but especially in very large formats.
  • aircraft that are approaching are preferably listed alphanumerically, or aircraft that have recently left the airport, also listed in alphanumeric form, are indicated.
  • the departure control is particularly important for the gate occupancy, with the presentation of the docking process, e.g. in superposition of the corresponding airport building presentation, is advantageous.
  • the respective video presentations which are preferably expanded in conjunction with a position display of aircraft, aircraft identifications and optionally associated selected flight plan data, are optionally supplemented by vehicle identifications.
  • a transponder system is particularly suitable for the production of identification security advantageous, as can be seen for example from the aforementioned US Patent 5,262,784.
  • the MMI according to the invention superimposes both aircraft positions and other information, both in the respectively suitable form, ie, for example, as a raw video, as a processed video, optically or by radar and displayed directly or alphanumerically.
  • aircraft and vehicles according to their current position on the movement surfaces with an indication of the responsibility of the aircraft or vehicle is represented.
  • the division of responsibilities is immediately recognizable.
  • the representation of the responsibility of the aircraft or vehicle with handover routines for a change of responsibility e.g. connected in list form, for which on the screen confirmation notes and, where appropriate, corresponding list changes are provided.
  • Special position signals on the screen such as "Stop bar crossed" increase the control security.
  • the immediate flight plan processing on the MMI Filters to hide information that is currently irrelevant, for example in the apron area or in the overflight control area, also further increase the safety of traffic routing via the MMI.
  • the synthetic videos and maps can be changed in a task-specific and / or rights-dependent manner (level of authorization). Further, in conjunction with a computational unit, task-specific storage and the delivery of different configurations of the details shown are possible.
  • an advantageous adaptation of the MMI to changed conditions at the airport, to changed routines, routine courses, etc. can be carried out with direct control of the change results.
  • On the MMI according to the invention are thus all for the operation of an airport, including a major airport, necessary steps that follow the first installation of the arithmetic unit and its software, feasible.
  • Important additional information can also be displayed on the MMI according to the invention, since an unprecedentedly large display area is available.
  • This can e.g. Weather messages (e.g., wind direction, wind speed, etc.) as well as visibility information and other weather information.
  • main working screen of the present invention may be associated with other screens, e.g. with screens displaying flight control center information in order to plan the traffic in advance.
  • this additional screen information may also be displayed on the main screen, e.g. in a corner, to be shown.
  • the individual overlays which are only needed for a certain period of time, may be advantageously canceled after a predeterminable time to restore the ground state. From this, the image is then advantageously built up again in the respective situation-required form.
  • an alarm signal preferably in red or yellow, which gives information about special situations.
  • this can also be a list representation are used, from which the individual times of the occurrence of special situations, their editing urgency and their processing state is visible.
  • the MMI has touch elements and / or at least on parts of a frame or a Console, switching elements for the actuation, supplementation and / or redundancy of the output by switching (touch elements) signals. Redundancy production is particularly important as airport safety requirements are high. For this purpose, touch or switching elements that are in the normal field of view of the controller, particularly suitable because it so the visual inspection on the airfield, the taxiways, etc. need at any time to interrupt.
  • the screen of the MMI is advantageously designed as a plasma or gas discharge screen, but it can also be configured as a backlit LCD screen or as an LED screen. In all of these techniques, large screens can be made, with the plasma screen having the highest resolution. Corresponding plasma screens with the particularly advantageous screen diagonal over 100 cm are already known from the TV field.
  • the design as a touchscreen can be carried out in such a way that sensitive views are arranged above the actual screen, e.g. in conjunction with a glass or plastic layer.
  • the formation of the screen as a projected screen e.g. as a screen projected by laser.
  • the superimpositions according to the invention are particularly easy and brilliant to produce.
  • the screen is advantageously arranged in spite of its size in the controller field of view, and it is advantageous if it is arranged at a considerable, situationally changeable, angle to the vertical direction. This results in a tolerable impairment of the controller field of view. Allows the oblique arrangement, advantageously under a course of day-dependent angle of attack, by training as a flat screen.
  • the MMI has a multilingual specification of the individual names, terms of work, etc.
  • the MMI is therefore associated with a word memory that allows an indication in different languages.
  • Particularly favorable here is a training once in the national language, once in the language of the manufacturer who also performs the maintenance work, so that its staff can work in his native language and in English as the general language of aviation.
  • 1 designates a runway and 2 a taxiway.
  • switchable center lights 5 and other underfloor lights 4 are arranged, which can be designed both white and red or possibly emitting green.
  • a row of lights 3 which is designed, for example, red luminescent. If necessary, this luminaire row releases the starting process.
  • the taxiway 2 also has center lights 6, which can radiate in different colors.
  • On the runway 1 and on the taxiway 2 are from time to time aircraft whose position by crosses 8 and 9 is exemplified.
  • positions 8 and 9 of the aircraft come from a radar video that is advantageously superimposed on the representation of the airport becomes.
  • position areas where aircraft are located can also be determined by sensors installed on the taxiways, etc.
  • 10 designates an aircraft before taxiing and 11 underfloor lights glowing red for the pilot.
  • the underfloor lights 12 light up green, as does the underfloor fire 13.
  • the underfloor lights 14 light up white, while the underfloor lights 15 are green and the underfloor lights 16 green on one side and white on the other side.
  • FIG. 3 the signal state of the underfloor fire is shown after the roll release and the pilot in the aircraft 10 sees the fires 13, 14, 15 and 16 in each case green, while the fires 11 do not light up. This results in a clear, controllable on the screen, signaling for the pilot in the aircraft 10 that the rolling process can take place.
  • 20 denotes an aircraft at the end of the runway, and 21 another aircraft on a taxiway.
  • the taxiway center lights are each optionally in lines 22, 23 and 24 e.g. sections of green glowing. This is how they signal the pilot the way ahead.
  • Stop bars 26, 27 and 28 which show the pilot in red that they are only allowed to roll to this position.
  • barrier plates 25 which are also illuminated and sensors 29 on the input side, whose details can supplement or replace radar displays.
  • sensors 29 are preferably designed as microwave sensors and permit or control, if appropriate, a block-by-block switching of the underfloor fire, as it is known for signals from rail traffic.
  • the preceding figures show some examples of safe rolling guidance on the ground, as they can be monitored and performed according to the invention by large flat screens.
  • the well-known consoles will be replaced by a replica of the airport's geography and a large number of counters.
  • the known consoles worked with optical waveguides or single diodes, possibly also with small bulbs. In such facilities no radar videos and additional information about the traffic situation in an airport are transferable.
  • this is according to the invention by the large display areas, in particular in conjunction with interactive screens, such as touch screens o. are advantageous, possible.
  • FIG. 5 the essential details that comprise the synthetic video are listed in FIG.
  • the synthetic video is advantageously superimposed on the information from the radar video, so that the actual information about the position of aircraft and or possibly vehicles from the synthetic video can be removed.
  • Figure 31 shows the two types of sensors that can operate on a variety of bases. Most important are the co-operative sensors, which simultaneously verify the aircraft identification, eg by transponder.
  • Fig. 32 shows the principles of the traffic guidance system on the ground and in the air to give a safe and smooth traffic flow guaranteeing instruction to the aircraft.
  • 33 shows auxiliary functions that become particularly important in special incidents.
  • 34 shows the components with which the essential guidance of the aircraft takes place on the runway and the taxiways as well as in the apron area, and in FIG.
  • Fig. 35 the integration of a variety of data merging into the system and displayed on the screen along with the information of Figs. 30, 32, 34, and 36 is indicated.
  • sensor information includes radar information, the main source of information for an airport.
  • FIG. 6 the overall picture of a major airport, 36 and 37 designate the runways and 38 the actual airport building in the middle between the runways and the taxiways, not related to the runways. This overall picture provides an overview and in particular the selection of the zoom sections.
  • FIG. 7 denotes a window arranged here in the upper left corner of the screen, with a greatly reduced image of the airport of FIG. 6. There is also a field for clicking various work functions through a mouse in the window.
  • window 39 superimposed representations of aircraft positions can be superimposed with more detail; because of the clear legibility on a large screen, its advantages are obvious.
  • Illustration 41 of a runway taxiway section with overlaid aircraft position information 42 and 43. In this representation, an easier selection is possible for further zoom representations, as in the window 39.
  • FIG. 8 finally shows the zoom representation of an aircraft position, wherein the aircraft is provided with identification information.
  • the position of the aircraft is represented by a point 44, to which a glowing field can be superimposed. So the way of the aircraft can be tracked better.
  • the indication of which aircraft it is, can be as shown here, single-line, but also be extended to three lines. Then all relevant information relevant to a plane, such as type of aircraft, flight number, callsign, etc., but also airport-specific data, such as the gate number and the category in which the aircraft is to be classified.
  • FIG. 9 shows the schematic view of an airport map for a smaller airport.
  • the presentation and the operating window are such that a touch operation is possible.
  • the presentation can be done in the national language, in English or any other language.
  • the airport has only one runway 45.
  • the other, aeronautically important information is shown in the illustration.
  • FIG. 10 already shows a higher resolution and has control panels which allow a selection of the individual runway parts and taxiways.
  • the two runway parts are designated 46 and 47 and correspond to the specifications in the control panels Runway 16 and Runway 34.
  • the stop bars are designated ST1 to ST5.
  • a zooming to control the individual lights is possible, as 11 shows by way of example.
  • the individual lights are designated by 48 in FIG. From the corresponding magnification is also clearly see the individual switching state of the lights.
  • a superimposed representation of an aircraft is possible.
  • FIGS. 12 to 14 show enlarged (zoomed) details of a small airport whose basic configuration can be seen from the overlaid image at the foot of the zoomed representation.
  • a plan of the airport with specification of the zoom section is entered in the zoomed representation.
  • FIG. 12 shows the zoom detail 49 with a switching representation of the individual lights
  • FIG. 13 shows the zoom detail 50
  • FIG. 14 shows the zoom detail 51 with an enlarged representation of the individual lights.
  • FIG. 12 to 14 shows the zoom detail 51 with an enlarged representation of the individual lights.
  • FIG. 12 to 14 shows the zoom detail 51 with an enlarged representation of the individual lights.
  • FIGs 12 to 14 shows the respective switching state, a failure, etc. to see.
  • Particularly advantageous is a superposition of the aircraft position in the sections 49, 50 and 51, which are shown here only by way of example. Between the sections shown are other, not shown in detail, sections.
  • the MMI according to the invention is capable of providing all the information necessary for the operational management of an airport in full information security training.
  • the tower controllers with the previous, relatively small screens could already do good work, it is surprisingly found that by a significant enlargement of the screen and in particular training as a flat screen, another gain in security, an improvement in taxiway management and an overall better operational management of an airport is reachable.
  • a prerequisite for this is in particular the superimposition of the different required Information on a relatively large area, which makes the MMI possible by known techniques (window and menu navigation), preferably using Windows NT and a radar video production, executable according to the method of the company HITT, Holland, in the usual form.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Business, Economics & Management (AREA)
  • General Business, Economics & Management (AREA)
  • Theoretical Computer Science (AREA)
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Claims (34)

  1. Interface homme-machine pour le contrôle de la circulation sur un aéroport, qui est destinée au guidage sûr de roulages et/ou au contrôle sûr de décollages et d'atterrissages sur un aéroport et sur laquelle des opérations et des états concernant l'aéroport peuvent être représentés et peuvent être influencés de manière interactive et des trajets planifiés sans collision par un système informatique peuvent être commutés et affichés, caractérisée par le fait qu'elle contient un écran plat tactile qui peut être utilisé à la lumière du soleil, ce pour quoi il comporte une source lumineuse amplificatrice supplémentaire, des champs tactiles sur l'écran tactile permettant la commande de dispositifs de contrôle sous la forme de barrières d'arrêt et de feux de terrain d'aviation d'un aéroport pour avoir ainsi un guidage de la circulation sur l'aéroport et l'écran tactile étant conçu de manière à permettre des représentations zoomées.
  2. Interface homme-machine selon la revendication 1, caractérisée par le fait que l'écran tactile est relié à un clavier par l'intermédiaire duquel des instructions peuvent être entrées point par point en relation avec une souris et des dimensions d'indications et de présentations peuvent être modifiées.
  3. Interface homme-machine selon la revendication 1 ou 2, caractérisée par le fait que des menus et des fenêtres peuvent être représentés dessus, lesquels menus et fenêtres peuvent être complétés et modifiés par l'intermédiaire d'un clavier ainsi que appelés et positionnés à l'aide d'une souris selon la technique Windows.
  4. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que les aires de mouvements des avions et/ou véhicules sur un aéroport peuvent être représentées sous forme de vidéo traitée sur l'écran tactile.
  5. Interface homme-machine selon la revendication 4, caractérisée par le fait que la représentation des avions et/ou véhicules peut être superposée à une vidéo radar brute ou à une vidéo traitée.
  6. Interface homme-machine selon la revendication 4 ou 5, caractérisée par le fait que des avions qui sont en approche sont énumérés sous forme de listes alphanumériques et que les listes formées peuvent être représentées sur des surfaces libres de l'écran tactile.
  7. Interface homme-machine selon l'une des revendications 4 à 6, caractérisée par le fait que des avions qui ont quitté l'aéroport depuis peu de temps sont énumérés sous forme de listes alphanumériques et que les listes formées peuvent être représentées sur des surfaces libres de l'écran tactile.
  8. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que, avec une représentation vidéo superposée, des identificateurs d'avions et des données de plan de vol sélectionnées associées peuvent être affichés en relation avec une indication de position d'avions, de même des identifications de véhicules au moyen d'une technique à transpondeurs.
  9. Interface homme-machine selon l'une des revendications 4 à 8, caractérisée par le fait que des détails ou extraits des représentations, des états de commutation ou des positions peuvent être représentés agrandis.
  10. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que des avions et des véhicules peuvent être représentés sur les aires de mouvements selon leur position momentanée, un indicateur pouvant être ajouté pour préciser dans quelle zone de responsabilité l'avion ou le véhicule se trouve.
  11. Interface homme-machine selon l'une des revendications 4 à 10, caractérisée par le fait que des dispositifs de guidage pour les avions, par exemple des barrières d'arrêt ou des feux lumineux d'approche ou des tronçons d'axe central de piste, peuvent être affichés et commutés isolément ou par groupes.
  12. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que des signaux de position spéciaux tels que "barrière d'arrêt traversée" peuvent être fournis, influencés par des signaux de capteurs.
  13. Interface homme-machine selon l'une des revendications 1 à 3, caractérisée par le fait que des traitements de plan de vol peuvent être effectués dessus.
  14. Interface homme-machine selon l'une des revendications 1 à 3, caractérisée par le fait qu'elle comporte des filtres pour masquer des informations actuellement non déterminantes.
  15. Interface homme-machine selon l'une des revendications 1 à 4, caractérisée par le fait qu'une vidéo brute telle que vidéo radar ou vidéo de télévision avec détails pouvant être zoomés peut être représentée dessus, la vidéo de télévision détectant les positions de garage.
  16. Interface homme-machine selon l'une des revendications 1 à 4, caractérisée par le fait qu'elle comporte des moyens de commutation, tels que des éléments tactiles, des claviers ou des souris, et qu'une vidéo de synthèse avec représentation des trajets possibles pour des véhicules, des positions de moyens de signalisation commutables ainsi que des positions et itinéraires de véhicules peut être produite dessus.
  17. Interface homme-machine selon la revendication 16, caractérisée par le fait que différentes cartes de la configuration de l'aéroport ou du système de coordonnées ou des zones ouvertes ou fermées à la circulation peuvent être affichées et superposées dessus, configurées de manière à être transparentes aux précédentes ou de manière à recouvrir les précédentes.
  18. Interface homme-machine selon la revendication 16 ou 17, caractérisée par le fait que les vidéos et cartes de synthèse peuvent être modifiées de manière spécifique aux tâches et/ou en fonction des autorisations.
  19. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que les informations météorologiques telles que le sens du vent ou sa vitesse ou la portée visuelle de piste RVR peuvent être affichées.
  20. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que des mémorisations spécifiques aux tâches et la sortie de différentes configurations des représentations sont possibles en relation avec un ordinateur.
  21. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait qu'elle permet une représentation intégrée, sur un écran, des informations nécessaires au guidage opérationnel de la circulation.
  22. Interface homme-machine selon la revendication 21, caractérisée par le fait qu'elle est en relation avec un autre écran sur lequel des avions qui ne se trouvent pas sur l'aéroport mais qui se trouvent dans la zone de responsabilité directe du contrôle de l'aéroport peuvent être indiqués de manière configurable, aussi bien sous forme de synthèse que sous forme de vidéo brute, cette représentation pouvant être reprise sur l'écran principal.
  23. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait qu'elle est conçue pour, après un certain temps pouvant être défini au préalable, revenir d'un état d'affichage donné à un état de base.
  24. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait qu'un signal d'alerte en rouge ou en orange peut être affiché, signal par l'intermédiaire duquel des situations particulières ou des parties inutilisées des installations aéroportuaires sont reconnaissables, sous la forme d'une représentation par liste chronologique.
  25. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que des informations de maintenance ou des listes de maintenance peuvent être représentées dessus.
  26. Interface homme-machine selon l'une des revendications 1 à 4, caractérisée par le fait qu'elle comporte des éléments tactiles et/ou, au moins sur des parties d'un cadre ou sur une console, des éléments de commutation pour actionner ou compléter et/ou établir une redondance des signaux fournis par les éléments tactiles.
  27. Interface homme-machine selon l'une des revendications 1 à 4 ou 26, caractérisée par le fait que l'écran tactile est conçu comme un écran à plasma ou un écran à décharge de gaz.
  28. Interface homme-machine selon l'une des revendications 1 à 4 ou 26, caractérisée par le fait que l'écran tactile est conçu comme un écran LCD avec éclairage de fond.
  29. Interface homme-machine selon l'une des revendications 1 à 4 ou 26, caractérisée par le fait que l'écran tactile est conçu comme un écran LED.
  30. Interface homme-machine selon l'une des revendications 1 à 4 ou 26, caractérisée par le fait que l'écran tactile est conçu comme un écran à projection laser.
  31. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait que l'écran tactile est conçu de manière à pouvoir être disposé avec une inclinaison réglable dans le champ visuel de travail des contrôleurs.
  32. Interface homme-machine selon l'une des revendications 1 à 30, caractérisée par le fait qu'elle est conçue de manière à pouvoir être disposée au-dessus du champ visuel des contrôleurs dans la zone de plafond de la tour et de manière à pouvoir être commandée par l'intermédiaire d'un pointeur.
  33. Interface homme-machine selon l'une des revendications 29 à 32, caractérisée par le fait qu'elle est conçue comme une grande surface de présentation supportant la lumière naturelle, atténuant les reflets ou munie d'une couche antireflet ainsi que protégée contre des parasites électromagnétiques et éventuellement redondante.
  34. Interface homme-machine selon l'une des revendications précédentes, caractérisée par le fait qu'elle est conçue avec un affichage multilingue et des indications dans la langue nationale de l'utilisateur ou du fabricant et en anglais.
EP97941856A 1996-09-03 1997-08-29 Interface homme-machine pour le controle de la circulation sur un aeroport Expired - Lifetime EP0925568B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19635679A DE19635679A1 (de) 1996-09-03 1996-09-03 Mensch-Maschine-Schnittstelle (Man-Machine-Interface, MMI) für Flughäfen und Luftverkehrszwecke
DE19635679 1996-09-03
PCT/DE1997/001896 WO1998010398A1 (fr) 1996-09-03 1997-08-29 Interface homme-machine pour le controle de la circulation sur un aeroport

Publications (2)

Publication Number Publication Date
EP0925568A1 EP0925568A1 (fr) 1999-06-30
EP0925568B1 true EP0925568B1 (fr) 2006-11-15

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US (1) US6246342B1 (fr)
EP (1) EP0925568B1 (fr)
KR (1) KR100338892B1 (fr)
AT (1) ATE345558T1 (fr)
CA (1) CA2264765A1 (fr)
DE (2) DE19635679A1 (fr)
DK (1) DK0925568T3 (fr)
ES (1) ES2275288T3 (fr)
NO (1) NO329212B1 (fr)
PT (1) PT925568E (fr)
WO (1) WO1998010398A1 (fr)

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Also Published As

Publication number Publication date
NO991060L (no) 1999-05-03
KR20000068420A (ko) 2000-11-25
ATE345558T1 (de) 2006-12-15
WO1998010398A1 (fr) 1998-03-12
ES2275288T3 (es) 2007-06-01
DE59712764D1 (de) 2006-12-28
KR100338892B1 (ko) 2002-05-30
NO991060D0 (no) 1999-03-03
DK0925568T3 (da) 2007-02-19
PT925568E (pt) 2007-01-31
EP0925568A1 (fr) 1999-06-30
US6246342B1 (en) 2001-06-12
DE19635679A1 (de) 1998-03-05
NO329212B1 (no) 2010-09-13
CA2264765A1 (fr) 1998-03-12

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