RU2746058C1 - Air traffic control method and device - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: group of inventions relates to a method and a device for air traffic control. Flight plans, aeronautical data of aircraft parameters, which are loaded into databases, are obtained from external sources for air traffic control. The data are processed in a certain way. The necessary information is sent to dispatchers' workplaces. Common databases are created and information from external sources is loaded into them. The device has a module of a complex of planning automation tools (a planning module), an air traffic control module (a control module), modules of the corresponding databases. The planning module includes an automated workstation for the planning dispatcher, an air traffic flow management unit, a block for primary processing of planned information. The control module includes an automated workstation for a dispatcher, an air traffic safety control unit, a planning information processing unit, an observation data processing unit, and each from the database modules consists of an aeronautical data base unit, a flight plan base unit and a base unit of aircraft aerodynamic parameters.

EFFECT: improvement of flight safety and airspace capacity is provided.

7 cl, 5 dwg

Description

The invention relates to the field of aviation, in particular to methods and devices for controlling the movement of aircraft (AC). The technical result is to improve flight safety and airspace (airspace) capacity. The known method of air traffic control (ATC) [1, 2, 3, 4, 6, 7, 8] and planning the use of airspace (AID) [5], of which 4, 5 were selected as prototypes, respectively, for the method and device, consisting in the fact that at the AIDP create databases, namely: databases of flight plans, databases of aerodynamic data of aircraft parameters, databases of static and dynamic aeronautical data, access to which have all the means of the complex of automation for planning the use of airspaces (KSA AIPP). The information on the use of the airspace (flight plans, restricted areas) from the aeronautical fixed telecommunication network (AFTN) is loaded into the flight plan database and syntactic and logical checks of the received data are performed. Information on current aeronautical data is loaded into the aeronautical data base (points of air routes, air routes, holding areas, standard departure and arrival procedures, data on aerodromes, restricted areas for the use of aircrafts, etc.), Information on aircraft parameters from reference books in an agreed format, digital topographic maps of the area in the area of responsibility and process the obtained data using application software written in a high-level programming language with protection against unauthorized access, and information resources from destruction, damage and distortion in a computing device KSA TIPP, taking into account flight plans, zones of restrictions, aeronautical data published in the World Geodetic System-1984 (WGS-84) or aeronautical data published in the geodetic system of the Russian Federation PZ.90.11, 4-dimensional (3D geodetic coordinates + 1D time) trajectories in scale areas of responsibility and calculate the predicted trajectory of each aircraft using algorithms for calculating 4-dimensional trajectories, with the involvement of information about airspace restrictions Store and update data on flight plans, aeronautical data on aircraft parameters in databases to which they have access for writing and / or reading consumers from the KSA TIPP module, and on their basis make strategic and pre-tactical planning while managing the aircraft flows by redistributing air traffic along different routes, sectors, taking into account potentially dangerous situations, restricted zones, the capacity of the airspace control sectors, including neighboring centers , taking into account the predicted meteorological information, and identify potentially conflict situations (aircraft intersections of the forbidden airspace volumes). Recommendations are developed on the safety of using the airspace with the display of all information at the workplaces of planning dispatchers. Next, tactical planning is carried out. At the same time, information about aircraft, their coordinates and parameters of their movement is obtained from the database module of the air traffic control automation (ATC) complex (flight plan database module, aeronautical data base module, aircraft aerodynamic parameters database module). The received information is processed in the computing device of the KSA TIDP module and the parameters of the planned flights are calculated, updated dynamic aeronautical data published in the World Geodetic System-1984 (WGS-84), or aeronautical data published in the RF geodetic system PZ.90.11, use a topographic map of the area, as well as previously calculated trajectories in 4-dimensional (3D geodetic coordinates + 1D time) form. They provide information about the planned use of the airspace to the ATC KSA module using information exchange according to an agreed protocol and perform air traffic control, including obtaining information about observation data, meteorological data, information about the use of airspace airspace from the KSA TIPP module, processing the received data in the computing device of the module KSA ATC, taking into account aeronautical data published in the World Geodetic System-1984 (WGS-84) or aeronautical data published in the geodetic system of the Russian Federation PZ.90.11, creation of 4-dimensional (3D geodetic coordinates + 1D time) trajectories in the scale of the area of responsibility, predicting the trajectory of each aircraft using algorithms for calculating 4-dimensional trajectories, storing and updating data (flight plans, aeronautical data, aircraft parameters data) in databases to which modules from the ATC CSA have write and / or read access, and perform tactical planning while create databases, namely: databases of flight plans, databases of aerodynamic parameters of aircraft, databases of aeronautical data, receive information from sources of observation data on the coordinates of aircraft of aircraft and parameters of their movement. The received information is processed in the computing device of the ATC KSA module, the aircraft flight parameters are calculated using application software written in a high-level programming language with protection against unauthorized access, and information resources from destruction, damage and distortion, updated aeronautical data published in the World Geodetic Survey. Sisystem-1984 (WGS-84), or aeronautical data published in the geodetic system of the Russian Federation PZ.90.11, a topographic map of the area, as well as calculated trajectories in a 4-dimensional (3D geodetic coordinates + 1D time) form, restore the location of each aircraft using tracking algorithms based on several Kalman filters combined by a probabilistic model of target dynamics. They carry out air traffic safety control, including the identification of conflict situations between aircraft and the detection of the aircraft entering the zones of restrictions on the use of airspace, descent below the safe height, control of entry into the zones of dangerous weather phenomena, control of the deviation of the aircraft from the course and glide path lines during landing approach. In this case, control is carried out by calculating the deviation of the aircraft from the course and glide path lines during the approach, taking into account the separation in distance and time. With a medium-term forecast (for a period of up to 30 minutes), conflict situations are determined between aircraft, between the aircraft and the zone of restrictions on the use of the aircraft. They develop an aircraft queue for arrival, taking into account the aircraft braking conditions, the time of the runway (runway) release, the time of the executive start, restrictions on the airspace structure (including in neighboring zones), the sequence of aircraft departure and submit all the information received to the workstations of air traffic controllers and simultaneously carry out centralized service for several airports, while predicting changes in flight parameters between each aircraft and all other aircraft in the area of responsibility, using aeronautical data, a topographic map of the area, meteorological information, and generate warnings about the detection of potential conflict situations and display the received information at the workplaces of air traffic controllers.

The disadvantages of the prototype are:

1. Uncontrolled parallelism in a number of actions. So, for example, the aircraft trajectory is calculated in 4-dimensional (3D geodetic coordinates + 1D time) space, taking into account domestic and international mathematical models of the Earth (P3-90.11, WGS-84) and visualization of these trajectories at during the entire flight of the aircraft from different database modules: from the database module of the KSA ATC and the database module of the KSA TIPP. This leads to an ambiguous interpretation by air traffic controllers and air traffic controllers of the aircraft flight trajectory and to an error in making a managerial decision on the organization of flows, which reduces flight safety and airspace capacity.

2. To process all the information received, plane projections are used, which leads to distortions and loss of accuracy in determining the aircraft position, in contrast to processing in a geocentric 3-dimensional geodetic coordinate system using the mathematical models of the Earth PZ.90.11 or WGS-84, as well as taking into account the world coordinated time (UTC), which increases the geographical range of the ATC complex, and allows you to control the air situation practically throughout the entire globe.

3. When extrapolating the position of the aircraft using the Kalman filter, the information on the aircraft movement parameters obtained directly from the board (ground and indicated speeds, track angles and courses, MBC numbers) is not used, which significantly reduces the accuracy of determining the aircraft position, its speed and course , which, in turn, leads to a decrease in the accuracy of forecasting the time of aircraft approach to landing, the passage of points along the route and reduces the airspace capacity and flight safety.

4. When identifying short-term conflicts, a digital map of the area is not used, which leads to less effective use of the airspace

5. When medium-term conflicts are detected, along with the control of violation of the separation norms between the aircraft and the entry into the restricted areas of the use of the aircraft, the decrease below the minimum safe height is not controlled, and the possibility of the aircraft entering the zones of dangerous weather phenomena, which reduces the safety of the aircraft flight

6. When analyzing the safety of air traffic, erroneous actions of the aircraft pilot to set the specified altitude on the aircraft altitude control are not monitored, which reduces the accuracy of the aircraft control by the commands of the ATC controller and the safety of its flight.

The technical task of the proposed method and device is to improve flight safety and airspace throughput. The set task is achieved by the fact that in pre-tactical and tactical ATC for each aircraft, one control object common to the KSA AIDP and KSA ATC is used, its system flight plan correlated with the observation data (if any), for which common databases are created both for KSA TIPP, and for KSA ATC, access to which have all the complexes and devices included in a single KSA TIPP and ATC, while eliminating the duplication of the calculation of 4-dimensional (3D geodetic coordinates + 1D time) trajectories on the scale of the responsibility area, exclude the of processed data between the complexes, since the information is stored in one place and is available to users carrying out both the AIDP and ATC, they send information to the AIDP and ATC dispatchers from the same common sources, which eliminates its non-identity in all computing processes, as well as when displayed by the AIDP dispatchers and ATC and improves the accuracy of aircraft positioning and improves flight safety.

To eliminate these shortcomings in the proposed ATC method, perform the following actions: create a common database for both AIDP and ATC, namely, a flight plan database, a static and dynamic aeronautical data base, an aircraft parameter database, load current aeronautical data into them (points of airways, airways, holding areas, standard departure and arrival procedures, data on aerodromes, air traffic control zones, etc.), aircraft parameters from reference books in an agreed format, digital elevation map of the underlying earth surface, topographic maps in area of responsibility, they receive information about the planned use of the airspace from the AFTN network with subsequent syntactic and logical verification of the received data, while, if the received data is a flight plan, then they calculate 4-dimensional (3D geodetic coordinates + 1D time) trajectories of the aircraft within the boundaries areas of responsibility, taking into account domestic and international mathematical modes oil of the Earth (P3-90.11, WGS-84) and aircraft parameters taken from the common database of aeronautical data and aircraft parameters, and record information about the flight plan in the common database of flight plans, and if the data obtained is a change in the restricted area of the use of the aircraft, then update information about this parameter in the common dynamic aeronautical data base. Additionally, information about aircraft coordinates and parameters of their movement is obtained from observation sources (primary and / or secondary radar facilities, automatic dependent broadcast surveillance stations, etc.) and, on its basis, information about the aircraft's actual location in the flight plan is updated in the common base of plans. flights and process the data recorded in the common database, both in the computing facilities of the IVP planning automation complex, and in the computing facilities of the ATC automation complex, taking into account flight plans, TRS restriction zones, aeronautical data published both in the World Geodetic System-1984 (WGS-84 ), and / or aeronautical data published in the geodetic system of the Russian Federation PZ.90.11, aircraft parameters stored in a common database for the purpose of: solving strategic, pre-tactical and tactical planning problems for this, the planned trajectory of movement of each aircraft is predicted using calculation algorithms 4- dimensional trajectories, the basis data on the total energy model with the involvement of information about the current restrictions on the use of airspace from the common aeronautical database, using the aircraft parameters from the common database of aircraft parameters, and transmit the information obtained by calculation to the workstation of the planning controller for making decisions about possible redistribution of air traffic along different air routes, control sectors, taking into account potentially dangerous situations, TRS restriction zones, capacity of ATC sectors, including neighboring centers, taking into account forecasted meteorological information. Additionally, they calculate potentially conflict situations (aircraft intersections of prohibited airspace volumes) and provide information to the planning dispatcher's workplace for making decisions, develop recommendations for the safe use of airspaces in the airspace and provide information to the planning dispatcher's workplace for making decisions, calculate the load on the airspace element and send the results of calculations of the planned use of the airspace to the workstation of the planning dispatcher, and in the computing devices of the ATC KSA they solve the tasks of tactical planning and ATC. To do this, the flight plan data in the general database of flight plans is corrected taking into account information on actual flights received from observation data sources and / or adjacent centers in an agreed format, the actual trajectory of movement of each aircraft is restored using observation data processing algorithms based on the application of several filters Kalman, switched by the method of interacting models, depending on the dynamics of the target with the involvement of additional information about the ground and indicated speed, course angles and courses, the number of MFMs obtained directly from the aircraft bot, taking into account the previously calculated planned trajectories of the aircraft movement stored in the common database of flight plans. They control the safety of air traffic, taking into account the possible approach of the aircraft by distance or time and with a short-term forecast (for a period of up to 2 minutes) and a medium-term forecast (for a period of up to 30 minutes), using data on the actual air situation, a digital elevation map, a topographic map of the area, updated aeronautical data, information on flight plans, including the planned trajectories of aircraft from common databases, while identifying: conflict situations between aircraft, aircraft entry into the flight control zone, aircraft descent below the safe altitude, aircraft deviation from the course line and glide path when approaching landing, entry of aircraft into zones of dangerous meteorological phenomena and transmit information about conflict situations to the automated workstation of the ATC controller in order to develop commands for the aircraft control by the ATC controller. The sequence of arrival and departure for several aerodromes is built, based on the planned and actual air situation from the general database of flight plans, on the results of air traffic safety control, on the parameters of the working runway (GDP) of destination / departure aerodromes, with the subsequent provision of all information about the actual the use of the airspace at the workstation of the air traffic controller, while access to the critical elements of the databases necessary to ensure the air traffic control procedures are available only to the ATC SAC. At the same time, at all stages of the flight, strategic, pre-tactical and tactical for each aircraft, one control object common to the KSA AIDP and ATC is used, its system flight plan correlated with observation data (if any), for which common databases are created as for KSA TIPP, and for KSA ATC, access to which have all the complexes and means included in the KSA TIPP and ATC, while eliminating the duplication of the calculation of 4-dimensional (3D geodetic coordinates + 1D time) trajectories on the scale of the area of responsibility, exclude the transfer processed data between the complexes, since the information is stored in one place and is available both to the users carrying out the AIDP and ATC, and they send information to the AIDP and ATC dispatchers from the same common sources, which eliminates the ambiguity of information in all computing processes and when displayed by the AIDP and ATC dispatchers , which improves the accuracy of aircraft positioning and improves flight safety and capacity airspace airspace. In addition, all the information received is processed in a geocentric 3-dimensional geodetic coordinate system using the mathematical models of the Earth PZ.90.11 and / or WGS-84, as well as taking into account the universal time (UTC), which expands the geographical range of the ATC system and allows you to control the air situation practically all over the world. When extrapolating the location of the aircraft using several Kalman filters, switched by the method of interacting models depending on the dynamics of the target, information about the parameters of the aircraft trajectory obtained directly from the aircraft (ground and indicated speed, track angles and headings, the number of MFMs) is used, which significantly increases the accuracy determining the location of the aircraft, its speed and course. When identifying short-term conflicts, a digital terrain map is used, which leads to improved flight safety, especially in mountainous areas and to a more efficient use of airspace. When analyzing the safety of air traffic, the actions of the aircraft pilot are monitored to set a given altitude on the aircraft altitude controller, which increases the accuracy of aircraft control according to the commands of the ATC controller and the safety of its flight.

As shown by the information search conducted by the applicant, ATC methods of air traffic control with the listed set of essential features are not known from the prior art, that is, the claimed method, taking into account the dependent claims, have novelty in comparison with the prototype, differing from it in that:

1. Create common databases for both the PIP and ATC, to which all PIP and ATC users have access.

2. The aircraft trajectory is calculated in 4-dimensional (3D geodetic coordinates + 1D time) space on a scale of the entire Earth, taking into account domestic and international mathematical models of the Earth (P3-90.11, WGS-84) in a block common for the IRP and ATC, visualization at the workplaces of air traffic controllers and air traffic controllers of the data of trajectories throughout the entire flight of the aircraft's aircraft from the common database modules.This leads to an unambiguous interpretation of the aircraft flight path by dispatchers and to the elimination of errors in making managerial decisions, which increases flight safety;

3. All the information received is processed in a geocentric 3-dimensional geodetic coordinate system using the mathematical models of the Earth PZ.90.11 and / or WGS-84, as well as taking into account universal time (UTC), which increases the range (geographic) of the ATC system, which allows you to control the air situation almost throughout the globe.

4. When extrapolating the position of the aircraft using several Kalman filters, switched by the method of interacting models depending on the dynamics of the target, information on the parameters of the aircraft trajectory obtained directly from the aircraft is used (ground and indicated speed, track angles and headings, MBC numbers) significantly increases the accuracy of determining the location of the aircraft, its speed and course.

5. When short-term conflicts are identified, a digital terrain map is used, which leads to improved flight safety and more efficient use of airspace.

6. When medium-term conflicts are detected, along with the control of violation of separation standards between the aircraft and the entry into the restricted areas of the use of the aircraft, they control the decrease below the minimum safe height and the possibility of the aircraft entering the zones of dangerous weather phenomena, which increases the aircraft flight safety.

7. When analyzing the safety of air traffic, the wrong actions of the aircraft pilot are monitored to set the preset altitude on the aircraft altitude controller, which increases the accuracy of aircraft control under the commands of the ATC controller and the safety of its flight. Thus, due to the new actions listed above, the authors have solved the technical problem posed to improve flight safety and airspace capacity.

The proposed method can be implemented using such mathematical algorithms as the method of interacting models using several Kalman filters for different types of motion, linear programming methods, solving the equations of motion of a material point in three-dimensional space. To calculate the planned trajectories, the total energy method can be used, which confirms the technical feasibility of the method.

The device for the implementation of the new method also relates to the field of aviation, in particular to devices for the automation of aircraft traffic control. The technical result consists in increasing the flight safety and airspace throughput, simplifying the structure of the device and reducing the connections between the parts of the device, which increases the reliability of the device and, as a result, increases the safety of flights. As a prototype, two devices KSA ATC "Sintez" and KSA PIVP "Sintez" developed and manufactured by JSC "VNIIRA" were selected. Description of KSA ATC "Sintez" and KSA PIVP "Sintez" is given in booklets and on the manufacturer's website: http://www.vniira.ru/ru/products/806/817/1181?text=basic-purpose http: // www .vniira.ru / ru / products / 806/818/1182? text = basic-purpose.

The device of the combined prototype is shown in Figs. 1, 2, 3.

Fig. 1. 2.3 denoted:

1 - separate air traffic planning and control system;

2 - ATC database module;

3 - ATC KSA;

4 - block of the base of flight plans;

5 - block of aeronautical data base;

6 - block of the base of aerodynamic parameters of aircraft;

7 - automated workstations of air traffic controllers;

8 - air traffic safety control unit;

9 - block of observation data processing;

10 - block of planning information processing;

11 - the first block for constructing a 4D trajectory;

12 - KSA PIVP;

13 - automated workstations of dispatchers of AIDP;

14 - block of air traffic flow management;

15 - block of primary processing of planned information;

16 - block module for constructing a 4D trajectory;

17 - module of databases of TIDI;

18 - block of the base of flight plans;

19 - block of aeronautical data base;

20 - block of the base of aerodynamic parameters of aircraft.

Separate air traffic planning and control system 1, consists of ATC KSA 3 and ATC KSA 12. ATC KSA 3 includes an ATC database module 2, consisting of a flight plan database block 4, an aeronautical data base block 5, an aircraft aerodynamic parameters database block 6 In addition, ATC KSA 3 includes: automated workstations of ATC dispatchers 7, air traffic safety control unit 8, observation data processing unit 9, planning information processing unit 10 and the first 4D trajectory construction unit 11. KSA PIVP 12 consists of a base module data PIPP 17, including the block of the base of flight plans 18, the block of the aeronautical data base 19, the block of the base of aerodynamic parameters of aircraft 20, and in addition, the KSA of the PIPP includes: automated workstations of planning dispatchers 13, the block of air traffic flow management 14, the primary block processing planning information 15, the second block for constructing a 4D trajectory 16.

Figure 1 shows the connections between the parts of the separate device and it can be seen that the output 1 of the ATC database 2 is connected to the 2 input of the air traffic safety control unit 8. Input 2 of the ATC database 2 is connected to the first output of the automated workstations of the ATC dispatchers 7, and the output 3 ATC database modules 2 are connected to the input of 2 automated workstations of ATC dispatchers 7 Output 4 of the ATC database module 2 is connected to input 1 of the planning information processing unit 10, the output 2 of which is connected to the 5th input of the ATC database module 2, and the input 6 of the module ATC database 2 is connected to output 1 of the first 4D trajectory building block 11, the 2 input of which is connected to output 7 of the ATC database module 2, output 1 of the air traffic safety control unit 8 is connected to input 3 of dispatchers' automated workstations 7, and output 5 of block processing of observation data 9 is connected to the 4th input of the automated workstations of dispatchers 7, while the 3rd and 4th output and, respectively, the input of the safety control unit air traffic 8 are connected, respectively, with 1 input and 2 output of the observation data processing unit 9, the output 4 of which is connected to the 8th input of the planning information processing unit 10, and the 3 input of the observation data processing unit 9 is connected to the 3 input of the ATC KSA 3, and the 4 output of the planning information processing unit 10 is connected to 1 output of the KSA ATC 3, the input 2 of which is connected to the 5th input of the planning information processing unit 10, the input 3 of which is connected to the 4 output of the first 4D trajectory building block 11, and the output 9 of the planning information processing unit 10 is connected to the input 3 of the 4D trajectory building block 11, and the input 6 of the planning information processing unit 10 is connected to the 4 input of the ATC KSA 3, and the 7th output of the planning information processing unit 10 is connected to the 5th output of the ATC KSA 3.

Similarly, the database module TIPP 17 with its 1 input is connected to 1 output by the automated workstations of the planning dispatchers 13, the output 3 of which is connected to the output 1 of the air traffic flow management unit 14, the input 2 of which is connected to the output 2 of the database module of the TIPP 17, and its 3 the output is connected to the 2nd input of the air traffic flow management unit 14, the output 1 of which is connected to the 3rd input of the automated workstations of the planning dispatchers 13, while the 4th output and the 5th input of the TIPP 17 database module are connected, respectively, to the 8th input and output 7 of the primary processing unit of the planned information 15; the TIDP database module 17 with its input 6 and output 7 are connected, respectively, with output 3 and input 4 of the second block for constructing a 4D trajectory 16, output 1 and input 2 of which are connected, respectively, with input 5 and output 6 of the block of primary processing of planning information 15, and its 3 output and 4 input are connected to output 1 and input 2 of KSA PIVP 12, and 1 input and 2 output of the primary processing unit of planning information 15 are connected to 3 inputs and 4 outputs, respectively, KSA PIVP 12, and its 3 input and 4 output are connected to 5 output and 4 inputs, respectively, KSA UVDZ.

Figure 2 shows the connections of the database blocks 4, 5, 6 with the outputs and inputs of the ATC database module 2. So the outputs 1, 2, 3, 4 of the flight plan base block 4 are connected to the outputs 1, 3, 4, 7 of the base module ATC data 2, and its inputs 5, 6, 7 are connected to inputs 2, 5, 6 of the ATC database module 2. Outputs 1, 2, 3, 4 of the aeronautical data base unit 5 are connected, respectively, to outputs 1, 3, 4, 7 ATC database module 2, and output 5 of the aeronautical data base unit 5 is connected to input 5 of the ATC database module 2. Output 7 of the aeronautical data block module 5 is connected to output 7 of the ATC database module 2. Output 1 of the aircraft aerodynamic parameters base unit 6 connected to output 7 of the ATC database module 2.

Figure 3 shows the connections of the database blocks 18, 19, 20 with the inputs and outputs of the database module TIPP 17. Outputs 1, 2, 3, 4 of the flight plan database block 18 are connected to the outputs 2, 3, 4, 7 of the database module TIDI 17, and its inputs 5, 6, 7 are connected to inputs 1, 5, 6 of the TIDI database module 17. Output 1 of the aircraft aerodynamic parameters database unit 20 is connected to the output 7 of the TIDI database module 17. Outputs 1, 2, 3 , 4 blocks of the aeronautical data base 19 are connected, respectively, to the outputs 2, 3, 4, 7 of the database module TIPP 17, and the input 5 is connected to the input 5 of the database module TIPP 17.

Separate ATC system 1 operates as follows. Information from external sources of surveillance data (primary or secondary radars, dependent surveillance stations, etc.) is sent to the ATC KSA 3 module at the input 3 of the separate ATC system 1, which is transmitted to the input 3 of the ATC KSA 3 and then to the 3 input of the processing unit observation data 9 to determine the actual position of each aircraft, using observation data processing algorithms based on the application of Kalman filters. The processed information about the actual location of the aircraft is transmitted by the observation data processing unit 9 through outputs 2, 4 and 5 to the input 8 of the planning information processing unit 10, the input of 4 automated workstations of ATC dispatchers 7 and the input 8 of the air traffic safety control unit 8. To the input 6 of the block processing of planned information 10 KSA ATC 3 of the whole device 1, from the output 4 of KSA PIVP 12 information is received about flight plans and zones of restrictions for storage in the database module. Through output 1 and input 2 of KSAUVD 3, communication with adjacent centers is carried out to exchange information on coordination data on aircraft taking off, this information is received through output 1 and input 2 of KSA ATC 3 and then through output 4 and input 5 of the planning information processing unit 10. Received information is used to update the information in the flight plan for the aircraft in the air, for this purpose, information about all flight plans for it is received at the input 1 of the planning information processing unit 10 from the output 4 of the ATC database module 2 and from the output 1 of the flight plan database block 4 correlation with the received data for the purpose of updating. After updating or creating a flight plan, 4-dimensional (3D geodetic coordinates + 1D time) trajectories are calculated using the first 4D construction block - aircraft trajectories 11. From its output 1, through input 6 of the ATC database module 2, it enters input 7 of the plan base block flights 4 updated information storage. After updating or creating a flight restriction zone, from the output 2 of the planning information processing unit 10 through the input 5 of the ATC database module 2 to the input 5 of the aeronautical data base unit 5, updated information for storage is received. The first block for building 4D trajectories of aircraft 11 through input 3 receives information about the flight plan from output 9 of the planning information processing unit 10, through input 2 it receives information from output 7 of the ATC database module 2, such as: aeronautical data (output 1 of the aeronautical data base block 6), aircraft parameters (output 1 of the aircraft parameter base unit 5), for calculating 4-dimensional (3D geodetic coordinates + 1D time) trajectories of movement of each aircraft, using algorithms for calculating 4-dimensional trajectories using information about airspace restrictions on a scale areas of responsibility, taking into account domestic and international mathematical models of the Earth (P3-90.11, WGS-84) and aircraft parameters from the aeronautical data base block and the aircraft parameters base block. The processed information, including a flight plan with a calculated 4-dimensional trajectory from the first block for constructing a 4D trajectory of aircraft 11 is transmitted through output 4 to input 3 of the planning information processing module 10. The planning information processing unit 10, receiving information from output 4 of the data processing block observations 9 to its input 8, as well as information about the previously calculated 4-dimensional trajectories of flight plans and aeronautical information received at its input 1 through output 4 of the ATC database module 2, which receives information from output 3 of the flight plan database block 4 and output 3 of the aeronautical data base 5 block, taking into account the calculation by distance or time with a short-term forecast (for a period of up to 2 minutes), reveal: conflict situations between the aircraft, the aircraft entering the restricted areas for the use of the aircraft, the aircraft dropping below the safe altitude, the aircraft deviation from the line course and glide path during landing approach, aircraft entry into zones of dangerous meteorological phenomena and with a medium-term forecast (for up to 3 0 minutes) identify: conflict situations between the aircraft, the aircraft entering the restricted areas of the airspace, and provide information about conflict situations through the exit 1 of the air traffic safety control unit 8 to the entrance of 3 automated workstations of ATC dispatchers 7. Automated workstation of the ATC controller 7 displays all information about the actual air situation received from the observation data processing unit 9 from its exit 5 to the entrance 4 of the automated workstation of the air traffic controller 7, conflict situations received from the air traffic safety control unit 8, as well as information about flight plans and aeronautical data, received at input 2 from output 2 of the flight plan database block 4 and 2 of the aeronautical data base block 6 from output 3 of the ATC database block 3 in order to develop by the ATC controller commands for aircraft control, the sequence of arrival and departure for several airports, based on the actual air situation , on the results of the safety control stuffy traffic, on the parameters of the GDP of destination / departure aerodromes.

In the air traffic flow management unit 14, through input 2 and output 1 of the separate ATC system 1, data on the use of airspace is exchanged through the AFTN network in an agreed format. This information comes through output 1 and input 2 of KSA PIVP 12 and further through output 3 and input 4 of the block of primary processing of planning information 15 for subsequent syntactic and logical verification of the received data. If the received data is a flight plan, then 4-dimensional (3D geodetic coordinates + 1D time) trajectories are calculated using the second block for constructing 4D trajectories of the aircraft 16 and through output 7 to the input 5 of the TIDI database module 17 of the input 6 flight plans 18 record information about the flight plan block to the flight plan database, and if the received data is a change in the TRS zone limitation, the information about this parameter is updated in the aeronautical data base block through input 5 of the aeronautical data base block 20. Potentially conflict situations are also calculated for all flight plans (intersection Aircraft of the restricted area of the airspace) for these purposes, at the input 8 from the output 4 of the database module of the TIP 17 from the output 2 of the block of the aeronautical data base 20, information about all the zones of the restrictions of the air navigation is taken and compared with the previously calculated 4-dimensional trajectory in the flight plan. Processed information (flight plans, restricted areas of airspace use) from 3 outputs through 4 outputs of the airspace use automation unit 12 are transmitted to 4 inputs of the ATC SAC 3. The second 4D trajectory construction unit of the aircraft 16 through input 2 receives information about the flight plan from the 6th output block of primary processing of planning information 15, through input 4 it receives information from output 7 of the database block of TIDP 17, such as: aeronautical data (output 4 of block of aeronautical data base 20), aircraft parameters (output 1 of block of the base of parameters of aircraft 19), for calculating 4-dimensional (3D geodetic coordinates + 1D time) trajectories of each aircraft, using algorithms for calculating 4-dimensional trajectories, with the involvement of information about airspace restrictions on the scale of the responsibility area, taking into account domestic and international mathematical models of the Earth (P3-90.11, WGS -84) and aircraft parameters from the aeronautical database and aircraft parameters database. The processed information, including a flight plan with a calculated 4-dimensional trajectory, is transmitted by the second module for constructing a 4D trajectory of the aircraft 16 through output 1 to input 5 of the primary processing unit of planning information 15. The air traffic flow management unit 14, using information about flight plans and zones of restrictions on the use of airspace received at input 2 of the flight plan base 18 and output 2 of the aeronautical data base 20 through output 3 of the IPVP database module 17, analyze the possibility of redistributing air traffic along different air routes and routes, control sectors, taking into account potentially dangerous situations , zones of restrictions, the capacity of the ATC sectors, including neighboring centers, taking into account the predicted meteorological information, develop recommendations for the safe use of the airspace, calculate the load on the airspace elements and send the calculation results through output 1 to input 3 of the automated workstation of the planning dispatcher 13.A the automated workstation of the planning dispatcher 13 displays information received from the air traffic flow management unit 14, as well as information on flight plans and aeronautical data received at input 2 from outputs 1 of the flight plan database 18 and 1 of the aeronautical data base 20 through the 2 output of the base module data of the IPVP 17 in order to develop the planning dispatcher appropriate decisions to increase the throughput of the airspace.

A distinctive feature of the proposed device from the prototype is the lack of feedback from the ATC KSA to the ATC KSA, the presence of a common database and a single module for calculating the aircraft trajectory in each of the complexes. The device for implementing the proposed method is simplified by creating common databases, combined into a module of common databases, and changing the connections within the device. The diagram of the device is shown in Fig. 4, 5, where it is indicated:

1 - KSA PIVP and ATC;

2 - ATC KSA module;

3 - module of common databases;

4 - module KSA TIPP;

5 - block of the automated workstation of the ATC dispatcher;

6 - air traffic safety control unit;

7 - block of planning information processing;

8 - block for processing observation data;

9 - block of the general aeronautical data base;

10 - block of the general base of flight plans;

11 - block of the general base of aerodynamic parameters of aircraft;

12 - automated workstation of the dispatcher of the AIDP;

13 - block of air traffic flow management;

14 - block of primary processing of planned information;

15 - block for constructing a 4D aircraft trajectory.

Figure 2 shows

3 - module of common databases;

9 - block of the general aeronautical data base;

10 - block of the general base of flight plans;

11 - block of the general base of aerodynamic parameters of aircraft.

An arrow with two digits indicates the connection of the I / O of the database unit with the I / O of the common database module 3.

In KSA TIPP and ATC 1 are designated by numbers 1, 3, 5 its inputs, and numbers 2, 4 - outputs. In the KSA ATC module 2, its inputs are designated by numbers 1, 3, 4, 6, 8, 9, 11, and its outputs are designated by numbers 2, 5, 7, 10. In the common database module, 3 numbers 1, 3, 4, 6, 9, 10, 11 are its outputs, and numbers 2, 5, 7, 8, 12 are inputs. In the KSA PIVP module, 4 numbers 1, 5, 6, 8 designate its outputs, and numbers 2, 3, 4, 7, 9 - its inputs. In the block of the automated workstation of the ATC controller, 5 numbers indicate 1, 2, 3 its entrances. In the air traffic safety control unit, 6 numbers 2, 3 designate its entrances, number 1-exit. In the block of planning information processing, 7 numbers 1, 3, 4, 6 designate inputs, and numbers 2, 5 - its outputs. In the observation data processing unit, 8 numbers 1,2,3 designate its outputs, and number 2 - its input. In the block of the general base of flight plans 9, numbers 1, 2, 3, 4, 5, 6 indicate its outputs, and numbers 7, 8, 9, 10 - inputs (see figure 2). In the block of the general aerodynamic data base 10 numbers 1, 2, 3, 4, 5, 6, 7 its outputs, and number 8 designates the entrance (see figure 2). In the block of the general database of aircraft parameters 11, the number 1 designates its output (see figure 2). In the automated workplace of the planning dispatcher 12, the number 1 denotes its exit, and the numbers 2, 3 indicate its entrance. In the block of primary processing of planning information 14, number 1 denotes its output, number 2 - its input. In the air traffic flow management unit, 13 numbers 1, 3.5 designate its entrances, and numbers 2, 3, 4 - its exits. In the 4D aircraft trajectory building block, 15 numbers 2, 3, 5 designate its inputs, and numbers 1, 3, 6 - its outputs. In this case, input 1 of the KSA AIDP and ATC 1 is connected with external sources of surveillance data (primary or secondary radars, broadcast dependent surveillance stations, etc.), and input 3 with adjacent centers to obtain coordination data on incoming aircraft, and input 5 with by the AFTN network to receive data on the use of the IP, and output 2 is connected to adjacent centers for issuing coordination data on departing aircraft and output 4 is connected, respectively, to the AFTN network for transmitting data to external consumers. Similarly, outputs 2, 5 of the ATC KSA 2 module are connected to inputs 2 and 5, respectively, of the common database module 3, and inputs 1 and 4 of the ATC KSA 2 are connected, respectively, to outputs 1 and 4 of the common database module 3. Input 6 of the ATC KSA 2 module is connected with input 1 of KSA TIPP and ATC 1, and output 7 of the KSA ATC 2 module is connected to the output 2 of KSA TIPP and ATC 1. Input 8 of KSA ATC 2 is connected to input 3 of KSA TIPP and ATC 1. Input 9 and output 10 of the KSA ATC 2 module are connected respectively to output 1 and input 2 of the block for building 4D trajectory of the aircraft 15. Output 1 and input 3 of the automated workstation of the ATC controller 5 are connected, respectively, to input 1 and output 2 of the KSA ATC module 2, and its input 2 to output 1 of the air safety control unit movement 6, the input of which 2 is connected to the input 3 of the ATC KSA 2. Outputs 2, 5 and inputs 3, 4 of the planning information processing unit 7 are connected, respectively, to the inputs 8, 9 and outputs 7, 10 of the ATC KSA 2. Input 1 of the workstation ATC controller 5 is connected to output 2 of the data processing unit x observations 8, and its output 3 is connected to input 3 of the air traffic safety control unit 6, and output 1 is connected to input 1 of the planning information processing unit 5. Input 2 is connected to input 6 of the KSA ATC 2 module, which is connected to input 1 of the KSA PIVP and ATC 1. Output 6 and input 7 of the common database module 3 are connected, respectively, with input 3 and output 4 of the 4D trajectory building block of the aircraft 15. Outputs 9, 10, 11 of the common database module 3 are connected, respectively, with inputs 2, 3, 4 of the module KSA TIPP 4. Outputs 6, 8 and inputs 7, 9 of the KSA TIPP 4 module are connected, respectively, to input 5 and output 6 of the block for constructing a 4D trajectory BC 15 and to output 4 and input 6 of the KSA TIPP and ATC module 1. Output 1 and input 2 of the automated workstation of the planning dispatcher 12 are connected, respectively, to the input 2 and output 1 of the KSA TIPP 4 module, and its input 3 to the output 1 of the air traffic flow management unit 13, the input of which 2 is connected to the input 3 of the KSA TIPP 4. Outputs 3, 5 and inputs 4, 6 of the primary processing unit and planned information 14 are connected, respectively, to inputs 7, 9 and outputs 6, 8 of the KSA PIVP module 4. Outputs 1, 2, 3, 4, 5, 6 of the block of the common base of flight plans 9 are connected to outputs 1, 3, 4, 9, 10, 11 of the common database module 3, and its inputs 7, 8, 9, 10 are connected to inputs 2, 5, 8, 12 of the common database module 3. Outputs 1, 2, 3, 4, 5, 6, 7 of the block common aerodynamic database 10 are connected, respectively, to outputs 1, 3, 4, 6, 9, 10, 11 of the common database module 3, and input 8 is connected to the input 12 of the common database module 3 (see. Fig. 5). Output 1 of the block of the common database of aircraft parameters 11 is connected to the output 6 of the module of common databases 3.

The device works as follows.

Information from external sources of surveillance data (primary or secondary radars, broadcast dependent surveillance stations, etc.) is received at the input 1 of the KSA IRP and ATC 1, which is transmitted to the input 6 of the KSA ATC 2 module and then to the 2 input of the surveillance data processing unit 8 for calculating and determining the actual position of each aircraft, using observation data processing algorithms based on the application of several Kalman filters, switched by the method of interacting models depending on the dynamics of the target, with the involvement of additional information about the ground and indicated speed, course angles and headings, the number of MVS, received directly from the aircraft bot. The processed information on the actual location of the aircraft is transmitted by the observation data processing unit 8 through outputs 1, 2 and 3 to input 1 of the planning information processing unit 7, input 1 of the workstation 5 and input 3 of the air traffic safety control unit 6. Through output 2 and input 3 of the KSA AIDP and ATC communicate with adjacent centers to exchange information on coordination data about incoming aircraft, this information comes through output 7 and input 8 of the ATC air traffic control automation module 2 and then through output 2 and input 3 it enters or is issued from the planning information processing unit 7. The received information serves to update the information in the flight plan for the aircraft in the air for this purpose, to input 7 from input 4 of the ATC KSA module 2 from output 4 of the common database module 3 output 3 of the general database of flight plans 9 information about all flight plans is received to correlate it with the received data for the purpose of updating. After the update from output 6 through output 5 of the ATC KSA module 2 to the input 5 of the common database module 3, input 8 of the common database of flight plans 9, the updated information for storage is received. Through input 5 and output 4 of the KSA TIPP and ATC 1, the data exchange of the TPS is carried out through the AFTN network in an agreed format. This information comes through the output 8 and input 9 of the automation module for planning the use of the airspace of the TIPP 4 and further through the output 5 and input 6 of the block of primary processing of planning information 14 for subsequent syntactic and logical verification of the received data. If the received data is a flight plan, then the calculation of 4-dimensional (3D geodetic coordinates + 1D time) trajectories is performed using the block for constructing a 4D trajectory of the aircraft 15 and through output 2 and then through the output 5 of the KSA PIVP 4 module to the input 12 of the common database module 3 inputs 10 of the block of the common base of flight plans 9 write information about the flight plan into the common base of flight plans, and if the received data is a change in the limitation of the IVP zone, then they update the information about this parameter in the common database of aeronautical data through input 7 of the block of the common base of aeronautical data 10 Also, for all flight plans, potential conflict situations are calculated (aircraft crossing the air navigation zone restriction zone) for these purposes at input 1 through output 4 of the KSA TIPP module 4 from the output 11 of the common database module 3 outputs 8 of the common aeronautical data base unit 10 information about all zones of restrictions of the TRS and is compared with the previously calculated 4-dimensional trajectory in the flight plan. The block for building 4D - trajectories of the aircraft 15 through inputs 2 and 5 receives information about the flight plan from the 10th output of the KSA ATC 2 module, which in turn receives information from the 5th output of the planning information processing unit 7, and the 6th output of the KSA PIVP 4 module, which in in turn receives information from output 3 of the primary processing unit of planning information 14, through input 3 it receives information from output 6 of the common database module 3, such as: aeronautical data (output 1 of the block of the general aeronautical data base 10), aircraft parameters (output 1 block of the common base of aircraft parameters 11), for calculating 4-dimensional (3D geodetic coordinates + 1D time) trajectories of each aircraft, using algorithms for calculating 4-dimensional trajectories based on the total energy model using information about airspace restrictions on the scale of the zone responsibility taking into account domestic and international mathematical models of the Earth (P3-90.11, WGS-84) and aircraft parameters from the general nd aeronautical data base 10 and the general database of aircraft parameters 11. The processed information, including a flight plan with a calculated 4-dimensional trajectory, is transmitted by the aircraft 4D trajectory construction unit 15 through output 1 to input 9 of the ATC air traffic control automation module 2 and further to the input 4 of the planning information processing unit 7, and through the output 6, information is also transmitted to the input 7 of the KSA PIVP 4 and further to the input 4 of the output of the primary processing unit of planning information 14. The air traffic safety control unit 6, receiving information from the data processing unit observations 8, as well as information about the previously calculated 4-dimensional trajectories of flight plans and aeronautical information arriving at input 2 through input 3 of the ATC KSA module 2 through output 3 of the common database module 3 from output 2 of the block of the common base of flight plans 9 and output 2 blocks of the general aeronautical data base 10, taking into account the calculation by distance or time with a short-term forecast (for a time of up to 2 minutes) identify: short-term conflict situations between the aircraft, the aircraft entering the air traffic control zone, the aircraft dropping below the safe altitude, the aircraft deviation from the course line and the glide path during landing approach; the entry of the aircraft into the zones of dangerous meteorological phenomena and with a medium-term forecast (for a period of up to 30 minutes) reveals: conflict situations between the aircraft, the entry of the aircraft into the restricted zones of the air traffic control, the decrease of the aircraft below a safe height, the entry of the aircraft into the zones of dangerous meteorological phenomena and provide information on conflict situations through exit 1 to entrance 2 of the automated workstation of the air traffic controller 5. Air traffic flow management unit 13, using information about flight plans and air traffic control zones received from outputs 5 of the block of the general database of flight plans 9 and output 6 of the block of the general database of aeronautical data 10 through exit 10 common databases module 3 and input 3 of the ATC KSA module 2 to input 2, analyze the possibility of redistributing air traffic along different air routes and routes, control sectors, taking into account potentially dangerous situations, restricted zones, capacity of ATC sectors, including neighboring centers, taking into account predicted meteorological information, develop recommendations for the safe use of airspace, calculate the load on the airspace elements and send the results of the calculations through output 1 to input 3 of the automated workstation of the planning dispatcher 12. The automated workstation of the ATC 5 displays all information about the actual air situation received from the observation data processing unit 8, conflicting situations received from the air traffic safety control unit 6, as well as information about flight plans and aeronautical data received at input 3 through input 1 of the ATC KSA module 2 from outputs 1 of the block of the common base of flight plans 9 and 1 of the block of the common database of aeronautical data 10 through the output 1 module of common databases 3 for the purpose of the ATC controller's development of: commands for aircraft control, the sequence of arrival and departure for several airports, based on the planned and actual air situation, on the results of air traffic safety control, on the parameters of the airfield of destination / departure aerodromes, all and Information on the actual use of airspace. The automated workstation of the planning dispatcher 12 displays information received from the air traffic flow management unit 13, as well as information on flight plans and aeronautical data received at input 2 through input 2 of the ATC KSA module 2 from outputs 4 of the block of the common base of flight plans 9 and 5 the block of the common aeronautical data base 10 through the 8 output of the common database module 3 in order to develop the appropriate decisions by the planning dispatcher to increase the air traffic capacity.

Thus, due to the new air traffic control device proposed by the authors, the set technical task of increasing flight safety and the efficiency of using aircrafts has been solved.

The device can be implemented using hardware such as dual-processor ProLiant DL380 servers and Z2 / Z6 / Z8 workstations from Hewlett Packard Enterprise or similar models from other manufacturers. The network architecture can be built using Hewlett Packard Enterprise Aruba 2930 and Aruba 2530 managed hubs or similar models from other manufacturers. Professional high-resolution monitors such as Raptor RP4325, Raptor SQ2825 manufactured by EIZO or similar models from other manufacturers can be used as indicators of dispatching workplaces. Hewlett Packard Enterprise or other 19-inch enclosures, 27U, 32U, and 42U in height, can be used for equipment placement.

As shown by the information search conducted by the applicant, the prior art does not know methods and devices with the listed set of essential features, that is, the claimed method and device, taking into account the dependent claims, have novelty in comparison with the prototype, differing from it in that:

1. Create common databases for both the PIP and ATC, to which all PIP and ATC users have access.

2. The aircraft trajectory is calculated in 4-dimensional (3D geodetic coordinates + 1D time) space on a scale of the entire Earth, taking into account domestic and international mathematical models of the Earth (P3-90.11, WGS-84) in a block common for the IRP and ATC, visualization on the consoles of air traffic controllers and air traffic controllers of the data of trajectories throughout the flight of the aircraft from the common database modules. This leads to an unambiguous interpretation by the controllers of the aircraft flight trajectory and to the elimination of errors in making managerial decisions, which increases flight safety.

3. All received information is processed in a geocentric 3-dimensional geodetic coordinate system using the mathematical models of the Earth PZ.90.11 and / or WGS-84, as well as taking into account universal time (UTC), which increases the range (geographic) of the aircraft control system , which allows you to control the air situation almost throughout the globe.

4. When extrapolating the location of the aircraft using several Kalman filters, switched by the method of interacting models depending on the dynamics of the target, use the information on the parameters of the aircraft trajectory obtained directly from the aircraft (ground and indicated speed, track angles and headings, MVS numbers), which significantly increases the accuracy of determining the location of the aircraft, its speed and course.

5. When short-term conflicts are identified, a digital terrain map is used, which leads to improved flight safety and more efficient use of airspace.

6. When medium-term conflicts are detected, along with the control of violation of separation standards between the aircraft and the entry into the restricted areas of the use of the aircraft, they control the decrease below the minimum safe height and the possibility of the aircraft entering the zones of dangerous weather phenomena, which increases the aircraft flight safety.

7. When analyzing the safety of air traffic, the erroneous actions of the aircraft pilot are monitored to set the preset altitude on the aircraft altitude control unit, which increases the accuracy of aircraft control under the commands of the ATC controller and the safety of its flight.

8. The ATC device is significantly simplified due to the creation of a common database module, a single module for calculating the aircraft flight trajectory and a new organization of communications within the KSA TIPP and KSA ATC, which provides access to all users of the KSA TIPP and KSA ATC to the module of common databases.

The claimed method and device can be implemented using modern equipment and technologies and can be widely used in air traffic control, therefore, meets the criterion of industrial applicability.

Compliance with the inventive step is confirmed by the results of analogs and prototype analysis. The authors are not aware of a method and device for its implementation, which have a set of essential features of the proposed method of air traffic control and a device for its implementation.

Literature.

1 LEMZ AS ATM "Topaz" LEMZ RF

https://lemz.ru/%D1%82%D0%BE%D0%BF%D0%B0%D0%B7-10/

2. Firm NITA RF KSA ATC "Alpha"

http://www.nita.ru/product/%d0%ba%d1%81%d0%b0-%d1%83%d0%b2%d0%b4-%d0%b0%d0%bb%d1%8c % d1% 84% d0% b0 /

3 Firm NITA RF KSA PIWP RF "Planet"

http://www.nita.ru/product/%d0%ba%d1%81%d0%b0-%d0%bf%d0%b8%d0%b2%d0%bf-%d0%bf%d0%bb % d0% b0% d0% bd% d0% b5% d1% 82% d0% b0 /

4. VNIIRA RF KSA ATC "Sintez"

http://www.vniira.ru/ru/products/806/817/1181?text=basic-purpose

5. VNIIRA KSA PIVP "Sintez"

http://www.vniira.ru/ru/products/806/818/1182?text=basic-purpose

6. Patent for invention RU No. 2236707.

7. Patent for invention RU No. 2134910.

8. Patent for invention RU No. 2662321.

Claims (7)

1. A method of air traffic control, for the implementation of which strategic, pre-tactical and tactical plans for the use of airspace are created using a set of automation tools for planning the use of airspace and pre-tactical and tactical air traffic control is carried out using a set of automation tools for air traffic control, for which they are obtained from external sources: flight plans, aeronautical data, aircraft parameters, which are loaded into databases separately for a complex of automation tools for planning the use of airspace and separately for a complex of automation tools for planning the use of airspace, they process data in the computing tools of both complexes, calculate 4- dimensional (3D geocentric + 1D time) trajectories of the aircraft movement on the scale of the responsibility area separately in each of the complexes and provide the necessary information formation of the workplaces of the dispatchers of both complexes, while the databases of each of the complexes provide information only to their consumers, which differs in that they create common databases, load information into them from external sources: flight plans, aeronautical data, aircraft parameters, access to which consumers of both complexes have, calculate a single 4-dimensional (3D geocentric + 1D time) trajectory of the aircraft on the scale of the responsibility area, exclude a number of transfers of processed data within each of the complexes, since the information is stored in one common database and is available to consumers of both complexes , and transfer it to the workstations of the dispatchers of both complexes from one common database. 2. A method according to claim 1, characterized in that all the information received is processed in a geocentric 3-dimensional geodetic coordinate system using mathematical models of the Earth PZ.90.11 and / or WGS-84, as well as taking into account universal time (UTC), which increases the range (geographical) of the air traffic control system and allows you to control the air situation practically throughout the entire globe. 3. The method according to claim 1, characterized in that when extrapolating the position of the aircraft using several Kalman filters, switched by the method of interacting models depending on the dynamics of the target, information about the parameters of the aircraft trajectory obtained directly from its board (track and instrument speed, course angles and courses, MHC numbers), which significantly increases the accuracy of determining the aircraft's position, speed and course. 4. The method according to claim 1, characterized in that when short-term conflicts are detected, a digital elevation map of the underlying surface is used, which leads to improved flight safety and more efficient use of airspace. 5. The method according to claim 1, characterized in that when medium-term conflicts are detected, along with the control of violation of separation norms between aircraft and the entry into restricted areas of the use of airspace, the decrease below the minimum safe height and the possibility of the aircraft entering the zones of dangerous meteorological phenomena are monitored, which increases the safety of the aircraft. 6. The method according to claim. 1, characterized in that the analysis of air traffic safety monitors the wrong actions of the pilot of the aircraft to set the target altitude on the aircraft altitude sensor, which increases the accuracy of the aircraft control according to the commands of the air traffic controller and the safety of its flight. 7. The device for air traffic control includes a module for a complex of automation tools for airspace use planning, a module for a complex of automation for air traffic control, a database module for a complex of automation for planning the use of airspace and a database module for a complex of automation for air traffic control, the first block constructing a 4D trajectory of an aircraft for an aircraft control automation system module, a second block for constructing a 4D aircraft trajectory for a module for an automation system for airspace use planning, and a module for an automation system for airspace use planning includes: an automated workstation for a planning dispatcher, block of air traffic flow management, block of primary processing of planning information for a set of automation tools for planning use during airspace, and the module of the air traffic control automation complex includes: an automated workstation for an air traffic controller, an air traffic safety control unit, a planning information processing unit, a surveillance data processing unit for a complex of air traffic control automation equipment, and each of the database modules consists of an aeronautical data base block, a flight plan base block, an aircraft aerodynamic parameters base block, while the communication between the blocks and modules is organized in such a way that the air traffic control automation complex module and the airspace use planning automation complex receive information from their bases data and independently calculate the flight trajectory of the aircraft in the first and, respectively, in the second blocks for constructing the 4D-trajectory of the aircraft, information about which is transmitted to the corresponding workstations of the dispatcher of both modules, characterized in that the device uses one common database module, consisting of a common aeronautical database block, a common flight plan base block and a common aircraft aerodynamic parameters base block, and one common block for constructing a 4D aircraft trajectory, and communications within both modules are organized in such a way that both modules use common databases throughout the life cycle of an aircraft flight plan and the same flight path calculated in a common 4D aircraft path construction unit.

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