EP1946285B1 - Procédé, agencement et dispositif de commande de navigation de véhicules aériens et terrestres en utilisant une détermination de position basée sur des satellites - Google Patents

Procédé, agencement et dispositif de commande de navigation de véhicules aériens et terrestres en utilisant une détermination de position basée sur des satellites Download PDF

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Publication number
EP1946285B1
EP1946285B1 EP06793982A EP06793982A EP1946285B1 EP 1946285 B1 EP1946285 B1 EP 1946285B1 EP 06793982 A EP06793982 A EP 06793982A EP 06793982 A EP06793982 A EP 06793982A EP 1946285 B1 EP1946285 B1 EP 1946285B1
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EP
European Patent Office
Prior art keywords
aircraft
ground
information
control facility
previous
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Not-in-force
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EP06793982A
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German (de)
English (en)
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EP1946285A1 (fr
Inventor
Gerhard Raab
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Siemens AG
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Siemens AG
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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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids
    • 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
    • G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling

Definitions

  • the invention relates to the satellite-based navigation of ground vehicles and landed aircraft in the airport area.
  • Landing position and parking position can be several kilometers apart.
  • the pilot After landing, the pilot often has the problem that he can not immediately orient himself clearly. Reasons for this may be, for example, the size of the airport, the sudden change in the reference environment from the large airspace to the comparatively narrow floor space of an airport or difficult visibility. In many cases, especially when flying to the airport for the first time, the pilot has no indication of where his intended parking position is. In addition, the radio frequencies of the ground control, which could give him clues, are often overloaded. Also the signs of the airports, eg on the Rolling and apron railways (so-called taxiways), is neither optimal nor standardized.
  • the pilot of the apron control directs the pilot over radio to the intended position. It should be borne in mind that radio frequencies on the ground and in the air are so overloaded that there are Europe-wide programs aimed at significantly reducing radio traffic.
  • the speed of the pilots 'speech is so high or their intelligibility on the radio is so low that the pilots require the utmost concentration in order to understand the pilots' instructions and to be able to follow them.
  • the radio communication is always general and therefore listened to by all - and thus also by those who are not affected by a specific instruction that is given by radio. This further increases the requirements for the concentration of the pilots to reach the standing position, because they must constantly pay attention to whether an instruction is given to them at a particular moment.
  • the best-known solution is to carry maps with depictions of the geography of the airport on board the aircraft.
  • the cockpit crew will provide by default such maps for the actual destination airport, alternate airports and airports along the route that can be approached in case of emergency (so-called) Emergencies).
  • a further known solution is the so-called “Visual Guidance System”, in which light sources (so-called firing) let into a center line of the taxiways are fed to the pilot, e.g. by a green running light the way to its parking position points.
  • This technology is very expensive to implement and therefore rarely used (e.g., London Heathrow Airport and Hong Kong).
  • the aim of the invention is to make the ground navigation of aircraft and ground vehicles at airports safer and more effective. This object is achieved on the basis of the descriptive part of claims 1, 15 and 16 by the characterizing part of these claims.
  • a first embodiment relates to an aircraft F in the approach to an airport ( Fig. 3 ).
  • the aircraft F has a navigation system N ( Fig. 2 ) on board, which determines its geographical position at regular intervals via satellite-based positioning (GPS).
  • the navigation system N is connected via a transmitting and receiving device SEV-F to a communication network KN ( Fig. 2 ).
  • control device KE Also connected to this communication network KN are a control device KE and a memory S, which can also be used via transmission and reception systems SEV-KE, SEV-S ( Fig. 2 ) feature.
  • the control device KE In order to ensure a safe and orderly clearance of the aircraft F on the ground, is the control device KE before or during the approach of the aircraft F a the Aircraft F assigned final target position ZP formed on the ground and transmitted to a memory S ( Fig. 1 ).
  • updated and / or demand-dependent updated, digitized topographical information TI with regard to the conditions at the airport floor, such as runways, aprons, gates, construction sites, danger spots and blockages are stored in the memory S ( Fig. 1 ).
  • Route information RI is also stored in this memory S via the optimum route of the aircraft F from its landing position to its target position ZP on the ground. In doing so, short-term traffic congestion and other air and ground traffic can be taken into account when calculating this route ( Fig. 1 ).
  • a communication link is established in the approach by way of the communication network between the aircraft F and the memory S. Does the aircraft F in landing approach this predetermined area by a predetermined geographical position VP ( Fig. 3 ), this is reported to the memory S and recognized in this.
  • an existing mobile communication technology and its protocols such as GSM, GPRS, UMTS or WiMAX, are advantageously used in particular.
  • the topographical information TI which contain at least the destination position ZP and the route information RI, are transmitted from the memory S to the navigation system N ( Fig. 1 . 2 ).
  • This information TI, ZP and RI can then be displayed in the aircraft F in the form of an electronic map display on a display device ( Fig. 5 ).
  • the pilot can move the aircraft F directly to the target position ZP without first having to orientate himself at the airport. Even complex radio-controlled contact with the control device KE is no longer required for ground navigation. The pilot can simply follow the display on the display device, which may even indicate further traffic information, in particular holding bids or restrictions on the roll speed, danger spots ( Fig. 5 ).
  • a communication connection can be set up again at any time in order to transmit again updated topographical information TI to the navigation system N.
  • the aircraft may be assigned a new route via updated route information RI.
  • the aircraft F can also be assigned a different target position ZP.
  • a further exemplary embodiment relates to the coordinated use of ground vehicles BF, here by way of example the refueling of the aircraft F by a tanker vehicle.
  • the aircraft After landing an aircraft F and reaching the target position ZP, the aircraft is dispatched. This includes, among other things, the refueling to allow the onward flight to the next destination.
  • control device KE decides which of the tank vehicles undertakes this refueling task. So far, this information has been transmitted to the ground vehicle BF mainly by means of a written order and radio.
  • the tanker has a GPS positioning system. In addition to the pure position determination, it is also a standard function of GPS systems to provide speed information due to time measurement and determination of the distance covered.
  • control device KE has instructed a specific ground vehicle to refuel the aircraft F at a certain gate, then the corresponding action information AI and the ground target information BZI are transmitted to the ground vehicle.
  • the controller has had to set up a radiotelephone connection to determine the reason for the delay (so-called "escalation”).
  • escalation a simple look at the display device is sufficient. There it can be seen immediately that the tanker has been waiting for a short time (speed 0) and just swings the aircraft into its parking position. Since the aircraft can normally only be refueled when all passengers have left, it makes sense to immediately assign this tanker to another acute order to eliminate waiting times and to make better use of resources.
  • a monitoring authority of the ground handling must perform no "escalation" for the previously overdue refueling, if the control device KE is recognizable that the refueling vehicle is currently on the way to the corresponding aircraft. This noticeably reduces the coordination effort, resulting in labor savings.
  • the invention is not limited to the embodiment, but can also be used for controlling other aircraft and ground vehicles such as luggage or catering vehicles. These vehicles are to be designed according to the invention.

Claims (16)

  1. Procédé de navigation d'un véhicule aérien (F) au sol, dans lequel la position actuelle (GP) du véhicule aérien (F) est déterminée de manière continue dans le véhicule aérien (F), caractérisé en ce que
    - une position de destination (ZP) au sol prévue pour le véhicule aérien (F) et des informations d'itinéraires (RI) sont enregistrées dans une mémoire (S) par un dispositif de contrôle (KE),
    - avant ou au moment d'atteindre une position géographique prédéterminée (VP), une liaison de communication est établie via un réseau de communication (KN) entre un système de navigation (N) dans le véhicule aérien (F) et la mémoire (S) et
    - lorsque le véhicule aérien (F) atteint une position géographique prédéterminée (VP), le système de navigation (N) se voit transmettre depuis la mémoire (S) des informations topographiques (TI), qui comportent au moins la position de destination (ZP) et les informations d'itinéraires (RI), et
    - dans le dispositif de contrôle (KE), en fonction de la position de destination (ZP) d'au moins un véhicule aérien (F), une information de destination au sol (BZI) et/ou une information d'action (AI) pour au moins un véhicule terrestre (BF) sont constituées et transmises à au moins un véhicule terrestre (BF) concerné.
  2. Procédé selon la revendication 1, caractérisé en ce que régulièrement et/ou suite à une demande faite par le dispositif de contrôle (KE), le véhicule terrestre (BF) détermine sa position et transmet celle-ci via le réseau de communication (KN) au dispositif de contrôle (KE).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que dans le dispositif de contrôle (KE), la position actuelle (GP) et/ou l'information d'action (AI) et/ou la position de destination (ZP) au moins du véhicule terrestre (BF) ou du véhicule aérien (F) sont traitées de telle sorte qu'elles puissent être représentées sur au moins un dispositif d'affichage.
  4. Procédé selon l'une des revendications précédentes 1 à 3, caractérisé en ce que dans le dispositif de contrôle (KE), la représentation de la position actuelle (GP) et/ou de l'information d'action (AI) et/ou de la position de destination (ZP) au moins du véhicule terrestre (BF) ou du véhicule aérien (F) sur au moins un dispositif d'affichage peut être réduite et/ou agrandie.
  5. Procédé selon l'une des revendications précédentes 1 à 4, caractérisé en ce que dans le dispositif de contrôle (KE), la représentation de la position actuelle (GP) et/ou de l'information d'action (AI) et/ou de la position de destination (ZP) au moins du véhicule terrestre (BF) ou du véhicule aérien (F) sur au moins un dispositif d'affichage est possible en parties et/ou en extraits.
  6. Procédé selon l'une des revendications précédentes 1 à 5, caractérisé en ce que dans le dispositif de contrôle (KE), la représentation au moins du véhicule terrestre (BF) ou du véhicule aérien (F) sur au moins un dispositif d'affichage se fait au moyen d'une identification univoque, en particulier au moyen de l'indicatif d'appel du véhicule aérien (F) et/ou de son numéro de vol et/ou de son immatriculation.
  7. Procédé selon l'une des revendications précédentes 1 à 6, caractérisé en ce que dans le dispositif de contrôle (KE), la représentation au moins du véhicule terrestre (BF) ou du véhicule aérien (F) sur au moins un dispositif d'affichage permet de représenter au moins
    - la distance parcourue au sol par le véhicule aérien (F) et/ou la distance qui lui reste encore à parcourir au sol
    et/ou
    - la position de destination (ZP) et/ou
    - sa vitesse momentanée
    - son état de mouvement, en particulier mouvement ou repos et/ou
    - son orientation selon l'axe longitudinal.
  8. Procédé selon l'une des revendications précédentes 1 à 7 en utilisant au moins deux systèmes de navigation (N) assistés par satellites, montés en particulier à l'avant et à l'arrière du véhicule aérien (F), caractérisé en ce que le sens de la marche ou le sens à l'arrêt du véhicule aérien (F) peut être représenté dans le dispositif de contrôle (KE).
  9. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'en cas de modification d'une information topographique (TI), une information correspondante est constituée et transmise au véhicule aérien (F) au sens d'une actualisation.
  10. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'au moins des parties des informations topographiques (TI) peuvent être représentées sur un dispositif d'affichage du véhicule aérien (F).
  11. Procédé selon la revendication 10, caractérisé en ce que l'affichage des informations topographiques (TI) dans le véhicule aérien (F) se fait à l'aide d'un système de navigation (N).
  12. Procédé selon l'une des revendications 10 ou 11, caractérisé en ce qu'au moins les informations d'itinéraires (RI) sur le chemin que doit parcourir le véhicule aérien (F) depuis sa position actuelle (GP) jusqu'à la position de destination (ZP) peuvent être représentées sur un dispositif d'affichage du véhicule aérien (F) et/ou au moins la position actuelle (GP) du véhicule aérien (F) peut être représentée sur un dispositif d'affichage du dispositif de contrôle (KE).
  13. Procédé selon l'une des revendications précédentes, caractérisé en ce que le réseau de communication (KN) entre le système de navigation (N) et la mémoire (S) est conçu sans fil, en particulier en tant que réseau GSM et/ou GPRS et/ou UMTS et/ou WLAN et/ou WiMAX (IEEE 802.16) et/ou DECT.
  14. Procédé selon l'une des revendications précédentes, caractérisé en ce que dans le véhicule aérien (F), des informations topographiques (TI) et/ou des informations d'itinéraires (RI)
    - sont optimisées par des entrées du pilote, et/ou
    - des informations provenant d'un autre système sont prises en compte, lequel sert également à optimiser la circulation au sol, en particulier un "Arrival Management System, et/ou
    - des informations d'un système de guidage latéral au sol de véhicules aériens par signalisation lumineuse et/ou des signaux d'arrêt sont prises en compte.
  15. Agencement de navigation d'un véhicule aérien (F) au sol en utilisant une détermination de position assistée par satellites, caractérisé en ce qu'il est conçu pour mettre en oeuvre les étapes du procédé selon l'une des revendications 1 à 14.
  16. Dispositif de contrôle de navigation d'un véhicule aérien (F) au sol en utilisant une détermination de position assistée par satellites, caractérisé en ce qu'il est conçu pour mettre en oeuvre les étapes du procédé selon l'une des revendications 1 à 14.
EP06793982A 2005-11-09 2006-10-05 Procédé, agencement et dispositif de commande de navigation de véhicules aériens et terrestres en utilisant une détermination de position basée sur des satellites Not-in-force EP1946285B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005053499A DE102005053499A1 (de) 2005-11-09 2005-11-09 Verfahren, Anordnung und Kontrolleinrichtung zum Navigieren von Luft- und Bodenfahrzeugen unter Einsatz Satelliten-gestützter Positionsbestimmung
PCT/EP2006/067108 WO2007054410A1 (fr) 2005-11-09 2006-10-05 Procédé, agencement et dispositif de commande de navigation de véhicules aériens et terrestres en utilisant une détermination de position basée sur des satellites

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EP1946285A1 EP1946285A1 (fr) 2008-07-23
EP1946285B1 true EP1946285B1 (fr) 2010-06-23

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US (1) US20080270020A1 (fr)
EP (1) EP1946285B1 (fr)
AT (1) ATE472149T1 (fr)
DE (2) DE102005053499A1 (fr)
WO (1) WO2007054410A1 (fr)

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Also Published As

Publication number Publication date
WO2007054410A1 (fr) 2007-05-18
US20080270020A1 (en) 2008-10-30
ATE472149T1 (de) 2010-07-15
DE102005053499A1 (de) 2007-05-24
EP1946285A1 (fr) 2008-07-23
DE502006007285D1 (de) 2010-08-05

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