EP2126876B1 - Procédé de surveillance d'un système de gestion de guidage et de contrôle de la circulation de surface pour aéroports - Google Patents

Procédé de surveillance d'un système de gestion de guidage et de contrôle de la circulation de surface pour aéroports Download PDF

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Publication number
EP2126876B1
EP2126876B1 EP08734645.8A EP08734645A EP2126876B1 EP 2126876 B1 EP2126876 B1 EP 2126876B1 EP 08734645 A EP08734645 A EP 08734645A EP 2126876 B1 EP2126876 B1 EP 2126876B1
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EP
European Patent Office
Prior art keywords
management system
specific data
traffic management
evaluation
ground traffic
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.)
Not-in-force
Application number
EP08734645.8A
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German (de)
English (en)
Other versions
EP2126876A1 (fr
Inventor
Marcus Helms
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.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
Original Assignee
Deutsches Zentrum fuer Luft und Raumfahrt eV
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Publication of EP2126876A1 publication Critical patent/EP2126876A1/fr
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Publication of EP2126876B1 publication Critical patent/EP2126876B1/fr
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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]
    • G08G5/06—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
    • 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

Definitions

  • the invention relates to a method for monitoring a taxiing management system for airports, wherein the taxiing management system is arranged for detecting objects located at the airport and for continuously determining object-specific data.
  • the invention further relates to a computer program with program code means for carrying out such a method and to a device for carrying out the method with a computer unit which is connected to the taxi traffic management system and has such a computer program.
  • A-SMGCS Rolling Stock Management Systems
  • controllers to better monitor, coordinate and guide ground-based aircraft using automated functions.
  • the aim of the A-SMGCS is to provide the pilots with a better overview of a complex traffic situation, as well as to support them at night and in the case of poor visibility.
  • Such rolling traffic management systems are usually connected to a series of monitoring sensors, such as ground or Anradradar and Multilaterationssystem, so as to obtain a comprehensive overview of the current situation on the tarmac and display the pilot.
  • apron Objects such as aircraft, but also other vehicles, detected and identified by means of the monitoring sensors.
  • the detected objects are continuously tracked on the tarmac to monitor and control the movements of the objects. These objects are then displayed on a display for the pilot.
  • the central process of the Roll Traffic Management System merges the information from the individual monitoring sensors into object tracks. This is done based on the current position, but also the speed. The past of the respective object tracks is also included in the decision to which track an observation belongs.
  • the object of the invention is therefore to provide an improved method for monitoring such Roll horrs-management systems.
  • the object is achieved with the method of the type mentioned by evaluating the time sequence of the object-specific data of the same type and monitoring the Roll Bers-management system depending on the rating, including detecting failures of individual sensors for detecting objects located at the airport.
  • the object-specific data captured and determined by the taxi traffic management system are thus evaluated accordingly, for example with respect to their quality, so that a statement can be made as to how accurate the information displayed by the taxi traffic management system is ,
  • the data are evaluated with regard to their dynamics, ie the temporal sequence of the data.
  • a monitoring of the taxi traffic management system depending on this evaluation the object-specific data.
  • the evaluation of the object-specific data is advantageously carried out without knowledge of the airport topology, so that an adaptation to the specific airport conditions is not required.
  • the assessment of the object-specific data is carried out by means of statistical methods and / or statistical parameters such as averaging. However, other statistical information can also be determined from the object-specific data.
  • the evaluation of the data can also be done by means of a continuity check. In this case, the currently determined object-specific data are compared with previous determined data, so as to be able to detect, for example, large jumps in the data that are not physically possible. For example, it is conceivable that erroneous speed information will be detected if the speed changes compared to the previous speed with an acceleration of more than 3 m / sec 2.
  • the evaluation of the object-specific data takes place by means of a consistency check. In such a consistency check, it is checked whether the data determined in relation to the context are even possible. Thus, e.g. be checked whether the current speed or acceleration within predetermined or physical limits, so that information outside these limits indicate erroneous data.
  • object-specific data are e.g. the speed, the position of the object, the acceleration and / or the position change are conceivable as covered distance.
  • the method can also be based on other object-specific data.
  • a speed profile is determined as a function of the object-specific data of at least one object.
  • a speed profile can be, for example, the speed course over a certain period of time.
  • the taxi times of the objects can then be determined from these speed profiles.
  • a taxi time This refers to the time from the runway to the gate.
  • the determination of the taxi times in dependence on the determined velocity profiles of the objects can be done eg by comparison by comparing the determined velocity profiles with stored velocity profiles.
  • the taxi times can also be determined by the waiting times and the number of starts and stops. In particular, a threshold comparison is particularly advantageous.
  • the approach and / or departure phases of the objects can be derived from the velocity profiles, since these velocity profiles are characterized by a uniformly high velocity course and takeoffs and landings by a high positive or negative acceleration.
  • FIG. 1 shows a flowchart for implementing the above method.
  • the required data records are read in or received (eg ASTERIX CAT011).
  • the received or read-in data records are then stored in a database.
  • Each record contains at least the track number assigned to a vehicle by the Roll Transport Management System.
  • the records are then stored in terms of their track number, so that for each track, for example, the information about position, speed and acceleration of the corresponding vehicle as a function of time and possibly a callsign o.ä features exists.
  • step two a first consistency check of the records in the database is then performed. In this case, it is checked whether the values of the individual data records lie within certain limit values, the limit values being related to the time sequence of the data of the same type. For each track it is examined whether a position change of more than 100 meters, a speed of more than 25 m / sec or an acceleration of more than 3 m / sec2 is stored in the database. This examination is done separately for each record of the track, but also in conjunction with the previous record. If records were located that are outside the specified thresholds, these records are marked accordingly (PFD).
  • step three If all tracks have undergone such a consistency check, the parameter calculation takes place in step three.
  • the parameter PD results from the number of correct reports in relation to the number of expected reports.
  • a report is a data record that contains the object-specific information and is generated at regular intervals (for example, every second).
  • the time interval between the individual reports is precisely defined by the Roll Transport Management System, so that a certain number of reports are expected in a fixed period of time.
  • the parameter PD indicates how many reports were recognized correctly and how many reports provided correct data.
  • PFD Probability of False Detection the number of incorrect reports, ie reports that can not be assigned to any aircraft / vehicle in relation to all correct reports. This may be due to reflections, "wrong" targets (moving grass, puddles of water, hail / rain / snow showers, etc.) or software errors.
  • PID Probability of Identification
  • PFID Probability of False Identification
  • a track is a set of reports that all have the same track number and that all belong to an object (vehicle / airplane).
  • PCT Probability of Continuous Track.
  • This parameter specifies the number and length of gaps in a report, that is, how many missing position information a particular track has. Gaps are always missing reports between correct reports. For very large gaps, e.g. be closed on a defect of a sensor.
  • step four the determined parameters are then output accordingly.
  • the output can be done online, i. during operation of the Rolling Stock Management System.
  • the Probabilty of Detection and / or the Probability of Identification are displayed to signal to the technical staff and / or the pilot how exactly and how correctly the system is currently operating.
  • the calculation of the parameters takes place offline, i. not during the ongoing operation of the Rolling Stock Management System, in order to be able to provide a posteriori statement on the correctness or quality of the Rolling Stock Management System.
  • the program runs in offline mode until the end of the file or online until it is aborted by the user.
  • the cancellation condition is checked in step five.
  • FIG. 2 shows a schematic representation of a speed profile of a flying object that rolls from the gate to the runway and there begins to start. From this speed profile can be clearly determine the taxi times and the starting phase. As can be seen in area 1, the Profiil is characterized by a series of starts and stops of the object. However, the speed in the range 1 does not exceed a certain threshold. From this it can be deduced that area 1 is a taxi process, ie the distance from the gate to the runway.
  • the area 2 is characterized by a steadily increasing speed, which is above the threshold value of the taxi times and thus can be clearly identified as the starting phase of the flying object.
  • a standing object is identified if its speed is less than 1.7 m / sec. Up to a speed of 3 m / sec the movement of the object is identified as a restart and in the range up to 25 m / sec the movement is recognized as a taxi process.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Claims (11)

  1. Procédé de surveillance d'un système de gestion du trafic au sol dans des aéroports, le système de gestion de trafic au sol étant conçu pour saisir des objets présents dans l'aéroport et pour déterminer en continu des données spécifiques à ces objets,
    caractérisé par
    l'évaluation de la succession temporelle des données spécifiques à des objets de même type par un procédé statistique et/ou des paramètres statistiques et
    la surveillance du système de gestion du trafic au sol en fonction de l'évaluation, avec notamment détection des défaillances de capteurs utilisés pour saisir des objets présents dans l'aéroport.
  2. Procédé selon la revendication 1, caractérisé par l'évaluation des données spécifiques aux objets qui ont été déterminées, sans connaissance de la topologie de l'aéroport.
  3. Procédé selon l'une des revendications précédentes, caractérisé par l'évaluation à l'aide d'une vérification de continuité des données spécifiques aux objets qui ont été déterminées.
  4. Procédé selon l'une des revendications précédentes, caractérisé par l'évaluation à l'aide d'une vérification de cohérence des données spécifiques aux objets qui ont été déterminées.
  5. Procédé selon l'une des revendications précédentes, caractérisé par l'évaluation de la vitesse, de la position, de l'accélération et/ou du chemin parcouru en tant que données spécifiques aux objets.
  6. Procédé selon l'une des revendications précédentes, caractérisé par la détermination d'au moins un profil de vitesse d'au moins un objet en fonction des données spécifiques aux objets.
  7. Procédé selon la revendication 6, caractérisé par la détermination des durées de déplacement au sol de l'objet à l'aide d'au moins l'un des profils de vitesse.
  8. Procédé selon les revendications 6 ou 7, caractérisé par la détermination des phases d'atterrissage et/ou de décollage de l'objet à l'aide d'au moins l'un des profils de vitesse.
  9. Procédé selon l'une des revendications 6 à 8, caractérisé par le lissage des profils de vitesse.
  10. Programme informatique doté de moyens de code de programme permettant de mettre en oeuvre le procédé selon l'une des revendications précédentes lorsque le programme informatique est exécuté sur une installation de traitement de données.
  11. Dispositif de surveillance d'un système de gestion du trafic au sol d'aéroports, en vue de la mise en oeuvre du procédé selon l'une des revendications précédentes, le dispositif présentant une unité de calcul qui est raccordée au système de gestion du trafic au sol et qui présente un programme informatique selon la revendication 10.
EP08734645.8A 2007-03-23 2008-03-18 Procédé de surveillance d'un système de gestion de guidage et de contrôle de la circulation de surface pour aéroports Not-in-force EP2126876B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710014599 DE102007014599A1 (de) 2007-03-23 2007-03-23 Verfahren zur Überwachung eines Rollverkehrs-Management-Systems für Flughäfen
PCT/EP2008/002156 WO2008116580A1 (fr) 2007-03-23 2008-03-18 Procédé de surveillance d'un système de gestion de guidage et de contrôle de la circulation de surface pour aéroports

Publications (2)

Publication Number Publication Date
EP2126876A1 EP2126876A1 (fr) 2009-12-02
EP2126876B1 true EP2126876B1 (fr) 2014-12-10

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EP08734645.8A Not-in-force EP2126876B1 (fr) 2007-03-23 2008-03-18 Procédé de surveillance d'un système de gestion de guidage et de contrôle de la circulation de surface pour aéroports

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EP (1) EP2126876B1 (fr)
DE (1) DE102007014599A1 (fr)
WO (1) WO2008116580A1 (fr)

Families Citing this family (10)

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US8203486B1 (en) 1999-03-05 2012-06-19 Omnipol A.S. Transmitter independent techniques to extend the performance of passive coherent location
US7782256B2 (en) 1999-03-05 2010-08-24 Era Systems Corporation Enhanced passive coherent location techniques to track and identify UAVs, UCAVs, MAVs, and other objects
US7667647B2 (en) 1999-03-05 2010-02-23 Era Systems Corporation Extension of aircraft tracking and positive identification from movement areas into non-movement areas
US7777675B2 (en) 1999-03-05 2010-08-17 Era Systems Corporation Deployable passive broadband aircraft tracking
US8446321B2 (en) 1999-03-05 2013-05-21 Omnipol A.S. Deployable intelligence and tracking system for homeland security and search and rescue
US7570214B2 (en) 1999-03-05 2009-08-04 Era Systems, Inc. Method and apparatus for ADS-B validation, active and passive multilateration, and elliptical surviellance
US7889133B2 (en) 1999-03-05 2011-02-15 Itt Manufacturing Enterprises, Inc. Multilateration enhancements for noise and operations management
US7908077B2 (en) 2003-06-10 2011-03-15 Itt Manufacturing Enterprises, Inc. Land use compatibility planning software
US7739167B2 (en) 1999-03-05 2010-06-15 Era Systems Corporation Automated management of airport revenues
US7965227B2 (en) 2006-05-08 2011-06-21 Era Systems, Inc. Aircraft tracking using low cost tagging as a discriminator

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US5200902A (en) * 1990-10-09 1993-04-06 Pilley Harold R Airport control/management system
DE4140406C2 (de) * 1991-12-07 1998-09-03 Daimler Benz Aerospace Ag Verfahren zur Orientierung, Navigation, Führung und Überwachung von Flugzeugen
US5519618A (en) * 1993-08-02 1996-05-21 Massachusetts Institute Of Technology Airport surface safety logic
US5374932A (en) * 1993-08-02 1994-12-20 Massachusetts Institute Of Technology Airport surface surveillance system
DE10032433A1 (de) * 2000-07-04 2002-01-17 H A N D Gmbh Verfahren zur Bodenraumüberwachung
DE10338234A1 (de) 2003-08-14 2004-09-23 Siemens Ag Verfahren zur Ortung eines bewegten Objekts

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EP2126876A1 (fr) 2009-12-02
WO2008116580A1 (fr) 2008-10-02
DE102007014599A1 (de) 2008-09-25

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