WO2012110479A1 - Dispositif et procédé pour surveiller et commander des processus aéroportuaires - Google Patents

Dispositif et procédé pour surveiller et commander des processus aéroportuaires Download PDF

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Publication number
WO2012110479A1
WO2012110479A1 PCT/EP2012/052459 EP2012052459W WO2012110479A1 WO 2012110479 A1 WO2012110479 A1 WO 2012110479A1 EP 2012052459 W EP2012052459 W EP 2012052459W WO 2012110479 A1 WO2012110479 A1 WO 2012110479A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
time
data
airport
cdm
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Application number
PCT/EP2012/052459
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German (de)
English (en)
Inventor
Andreas Singer
Original Assignee
Flughafen Wien Ag
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Filing date
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Publication of WO2012110479A1 publication Critical patent/WO2012110479A1/fr

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"

Definitions

  • the invention relates to a method for monitoring and control of
  • taxi times are used. This also applies to other periods such as boarding, check-in, or loading, and for the turning process as such, but in reality it turns out that these periods have high fluctuations, depending on the situation, time of day, weather condition, or the like ,
  • Umcraftreas at the airport this Umcraftrea numerous arranged in a chain sub-processes, in particular Arrival (inbound), turn-around (Turning) and Departure (outbound), includes.
  • CDM covers the period of 3 hours before take-off at the departure airport via approach, landing at the destination airport, loading, boarding, until the new start.
  • This entire process is subdivided into numerous processes that are defined by milestones.
  • a turning process is defined in this sense as being an incoming flight and an outgoing flight with the same registration number, with no more than 3 hours between the block and the off block of the two flights. The turning process is also called rotation.
  • ISP Information Sharing Platform
  • Subsystems are needed because the different partners in an airport, such as the airline operator, the airport operator, the air traffic control authority, the transport safety authority or the ground traffic management authority in general use different IT systems.
  • Entscheädungslic. Again, the information presented is too specific to facilitate decision-makers airport management, in particular regarding the prognosis of future developments. It is essential for the optimal control of an airport to have an eye on the time sequence of the current and future subprocesses, ie their duration and their probable times. At the same time, the plausibility of the incoming information and the variability of the forecasted information should be kept in view.
  • Another important aspect in the management of an airport is the fact that it is not enough, the traffic management on the basis of the planned data, so in particular the flight plan, and current real-time data, such as current
  • the duration of the loading of an aircraft may depend on how many ground vehicles are available and where they are located.
  • the technical object of the invention is to provide a method and an apparatus which, while adhering to the above-mentioned CDM standard, allows a decision maker to obtain essential information about the actual and expected sequence of the sub-processes and
  • the inventive method is based on an electronic
  • Data processing system and includes several steps. First, on a time track of a user interface parts incoming, in
  • Reverse process and outbound aircraft symbolically represented by icons Thereafter, the user may select one or more time slots on the time track as well as at least one selection criterion. Finally, the aircraft in the selected time range are displayed by icons in a main window of the user interface.
  • the representation of the icons may preferably be such that they are grouped on the basis of the selection criterion. This visual representation allows the decision maker to obtain temporal information about the actual and, above all, the expected sequence of the sub-processes and process milestones of the aircraft.
  • the icons of the aircraft can be predicted on the Zerelischiene
  • the temporal information can be taken from internal and / or external databases.
  • the temporal information is forecast by a prognosis module.
  • provision can be made for status codes to be determined for each aircraft and each subprocess of the CDM standard, and leons of the aircraft to be highlighted in the main window and / or on the time line as a function of their status codes.
  • the status code may be dependent on the CDM milestone that the aircraft has reached. For example, when a predetermined time period for a particular CDM milestone is exceeded, an aircraft may receive a particular status code for that milestone.
  • It may be provided according to the invention to provide a plurality of graduated status codes. For example, a first status code WARN and a second status code ERR may be provided if a first or a second time duration for the respective milestone is exceeded.
  • the selection criterion is selected at least from the group destination airport; Airline; Type of aircraft; Status Code; CDM milestone. Further selection criteria may be: origin airport;
  • selection criteria can be added to the system.
  • the selection criteria destination country, destination region, airline, type of aircraft, CDM status code, status code, CDM milestone may be held on the user interface for selection by the user.
  • the user interface can be adapted such that the selection of several, in particular three selection criteria is possible simultaneously.
  • leons User interface symbolically represented by leons, wherein the size, shape and color of the leon in relation to the type of aircraft, the number of passengers of the aircraft, the status code of the aircraft, or other criteria.
  • selected aircraft are displayed in different colors depending on their status code.
  • an aircraft with status code ERR in red color and an aircraft with status code WARN in orange color can be displayed. It can be provided to arrange aircraft with the same status code in the main window next to each other to the user at a glance the
  • Aircraft in the main window of the user interface with the same or similar selection criterion are arranged side by side, and with a geometric structure, preferably a circle or an ellipse, framed, wherein the extension of the geometric structure in the dependence of the number of aircraft therein is adjusted.
  • a hierarchical grouping is performed on the basis of at least one selection criterion in order to display the aircraft in the main window of the user interface.
  • a superposition of the geometric structures for representing the hierarchy can take place.
  • a hierarchical grouping of the selection criterion can take place in two or more levels.
  • geometric structures in particular ellipses or circles can be represented, whose size is related to the number of aircraft that meet the respective selection criterion, and whose position reflects the hierarchy of the selection criteria. Accordingly, the geometric structures can be nested in one another. An overlapping representation can also be provided.
  • the timeline may preferably be in a first range for incoming
  • Aircraft a second area for reversing process and a third area for outgoing aircraft to be divided, with these areas separately arranged main windows are provided.
  • Aircraft can be represented symbolically in these areas.
  • the timeline may be divided into three, with the current time being represented by a graphic mark in one or more areas.
  • Threshold values can be stored in a database for the selection criteria. When a threshold value of one or more of the selection criteria is exceeded, an automatic notification can be generated. For example, a notification may be generated when the number of aircraft intended for a particular runway or gate exceeds a predefined number or proportion. An automatic notification may also be generated depending on the number of aircraft in a selected time range. This can in particular also depend on the status codes of the selected
  • Aircraft are made, for example, a notification is made when the number of aircraft with status code ERR is greater than a predefined number, or the proportion of aircraft with status code ERR is greater than a predefined proportion relative to the total aircraft shown.
  • control signals can be transmitted automatically to external actuators such as traffic lights, doors, gates, barriers, indicators, warning lights or the like.
  • At least one selection criterion may be selectable on an interaction element, wherein the interaction element may display the proportionate distribution of the status codes of the aircraft in the selected time period.
  • Airport processes are estimated by a forecasting module.
  • frame parameters, real-time data and process information can be used.
  • the Prognosemoduf can be used as a program module in one
  • Data processing system be executed.
  • the predicted time periods of the airport processes can be used to estimate the arrival of future CDM services.
  • the expected Duration of the respective airport process, as well as the expected variance of this period are calculated. Time duration and variance can be on the
  • the durations and / or variances of the durations can be calculated by multiplying a vector formed by frame parameters, real-time data and process information with specific airport matrices, wherein the entries of the airport matrices are derived from databases, determined by interrogation of sensors, or manually entered empirical values or
  • Characteristics are formed. On the user interface, selected aircraft that exceed one or more thresholds of time durations or variances of airport processes may be highlighted.
  • the data used can be checked for agreement or similarity with historical data patterns stored in a database.
  • a correction of the predicted temporal information provide, wherein the definition of similarity may be user-defined, based on certain predefined algorithms, or can be determined by a neural network.
  • the temporal information can be corrected upwards or downwards.
  • the process information can be from one or more databases
  • the sub-processes may be an aircraft activity selected from the Departure from Departure Airport, Approach, Taxi In, Unload, Deboarding, Invite, Boarding, Taxi Out, Departure. However, it is also possible to make further gradings in the definition of the sub-processes.
  • the frame parameters may be selected from the group of runway, taxiway, parking position, aircraft type, airline, flight number, date, gate, flight type, Schengen status, or the like. Such parameters are generally already known in advance, for example in the form of a flight plan.
  • the real-time data may be selected from the group bet information, deicing info, delay, current position of the aircraft and ground vehicles, or the like, and in particular in the form of events. Further real-time data can be, for example, the change of a gate, or delays at check-in, at the security checkpoint, or during boarding.
  • the process information may be selected from the group of dicing time, known behavior patterns of passengers and ground personnel, airline experience, or the like. These are airport-specific target values, which are known in particular from historical experience.
  • the data used can be from different sources such as
  • airport internal databases, off-board databases or sensors come and for preprocessing may be provided a conversion unit.
  • the predicted temporal information may include at least one of the following information:
  • V Time periods, times and variances of these time periods or times for custom scenarios, in particular worst-case scenarios.
  • an automated notification can be generated directly.
  • the data used (frame parameters, real-time data, process information) are checked for pi-flexibility on the basis of predetermined stored criteria. This is particularly important when data from different, especially external systems must be merged. In this case, the data must first pass through a conversion unit and, after validation by a validation unit, receive a new one
  • Timestamp indicating the time of their validated validity. Particular attention must be paid to the use of different standards (in particular with regard to different aerospace organizations such as IATA or ICAO). According to the invention, it can be provided that a separate test unit is provided for testing IATA and ICAO against each other. Furthermore, it can be provided that the data supplied by the airlines themselves be subject to a Plausibiiticians phenomenon. For example, it may be known from historical data that a particular flight of an airline needs a certain time for certain sub-processes. If the airline now estimates a shorter time, this value is either corrected directly or provided with a lower pi-flexibility (or higher variance).
  • the historical data patterns used for the prognosis can be simple tables, but also in particular multidimensional ones
  • the future development of the time periods and / or the times of the process milestones can be predicted by varying selected data used, whereby in particular user-defined worst-case scenarios are considered.
  • Data patterns can be done through a neural network.
  • test for similarity of the data used ⁇ frame parameters, real-time data, process information) with the historical data patterns can be done by any algorithms.
  • the invention provides to perform an automatic pattern recognition.
  • Other methods known from the field of data mining can be used according to the invention.
  • the predicted data (duration of the subprocesses, times of the
  • Process milestones, notifications for identifying specific data patterns may be provided to the user in a user interface, in the form of electronic messages such as email, SMS, via HTML or XML files, via FTP access, or by other electronic means.
  • the transmission of all or some of the data used for the prognosis can take place in a regular time interval, in particular 10 minutes.
  • the data can also be delivered in the form of events to the data processing system.
  • the invention further comprises a device for carrying out the
  • the apparatus may include an SQL database and a system for performing data mining or online analytical processing (OLAP).
  • OLAP online analytical processing
  • a complex event processing (CEP) unit can be provided to connect the incoming real-time data and events with each other and with the other data and compare them with the historical data patterns. If a hit occurs, the relevant persons can be informed.
  • the pattern data can be used in particular in the form of query templates
  • the invention further includes the user interface on which the
  • the user interface may preferably be designed as a touchscreen, which serves as a display and
  • the Input device is executed.
  • the user interface may be part of an electronic data processing system. It can be provided that the data processing system manages at least one electronic priority list, and priority lists are automatically changed when certain threshold values are exceeded.
  • the method according to the invention can be embodied as a computer program.
  • FIG. 2 shows a schematic block diagram of an embodiment of a
  • FIG. 4 shows a schematic representation of a user interface on which the method according to the invention is carried out
  • FIG. 5a shows a schematic representation of the time rail according to the invention
  • Fig. 5b A schematic representation of the invention
  • Fig. 5d A schematic representation of the inventive geometric
  • Fig. 5f A schematic representation of the information in the interaction of
  • Fig. 1 shows a schematic representation of the different sub-processes 3 of a typical Umwindreaes. This comprises the sections inbound, turnout and outbound, and each section in turn comprises several subprocesses 3, which are delimited by process milestones 11 with unique abbreviations described in the CDM standard. For example, those mentioned in Fig. 1
  • the individual parts processes (3) are limited by these process milestones (11), whereby individual process milestones can also coincide if certain sub-processes are completed simultaneously.
  • the method according to the invention now makes it possible to predict the individual sub-process times and sub-process times.
  • Fig. 2 shows a schematic block diagram of an embodiment of an apparatus for carrying out the method according to the invention.
  • the electronic Data processing system 1 comprises a database 8, a program logic 15, a prediction unit 7 and a test unit 16.
  • Frame parameter 4 real-time data 5 and process information 6 delivered.
  • the delivery of the process information 6 is provided bidirectionally, so that an adaptation of the stored process information by feedback can be performed. It is further provided that certain data, in particular the real-time data 5, are obtained directly from one or more sensors 23.
  • the supplied data (4, 5, 6) are converted by the program logic 15 or, if provided, by a dedicated conversion unit 17, and by the forecasting unit 7 with the historic data stored in the database 8
  • Data patterns 9 compared.
  • the information desired by the user (duration 2 of a sub-process 3, time 10 of a process milestone 1 1, or variance of this data or worst-case scenario) are supplied to a user interface 14, this user interface 14 being of course designed for bidirectional operation.
  • the transmission of information may be wired or wireless
  • the data itself can be in any data format.
  • Data processing system 1 connected to the Internet, whereby a query of the information can also be made via individual, connected to the Internet terminals 20.
  • the compounds used in this case are preferably designed as encrypted connections, in particular VPN connections.
  • FIG. 3 shows a schematic flow diagram of an embodiment of the method according to the invention.
  • the data used is queried.
  • the frame parameters 4 and process information 6 are queried at regular intervals, while the real-time data in the form of events or events are automatically supplied by the data sources. This is followed by a conversion and, if appropriate, a conversion of the data.
  • Based the data pattern 9 will be the one determined by the user interaction
  • a notification is issued if there is a material match with a relevant data sample.
  • Timeline 31 is subdivided into an area for displaying incoming (inbound) aircraft 38, including a range of aircraft grounding at a predicted time 39, and showing a range of aircraft leaving the airport (outbound). 40. Separating elements 33 and 34 are provided between the respective areas, which represent the current time in each case. For the inbound area 38 and for the turnaround area 39 are separate
  • Each region 38, 39, 40 is subdivided into temporal subregions.
  • the aircraft predicted for this temporal region are displayed in the main window 30.
  • a grouping takes place on the basis of a selection criterion to be selected by the user.
  • the aircraft may be grouped by their geographical destination, the airline, or the status code.
  • Selection criteria are thereby arranged within a geometric structure 36, for example a circle or an ellipse.
  • a geometric structure 36 for example a circle or an ellipse.
  • all aircraft belonging to an airline can be arranged within a circle.
  • all aircraft with the same destination can be arranged within a first geometric structure 36, and all aircraft whose destination is the same continent,
  • Asia or America within a second element 37.
  • Further hierarchical groupings are envisaged, for example, aircraft with destinations within Europe can be broken down into Western Europe, Southern Europe, Northern Europe and Eastern Europe.
  • Flg. 5a shows a detailed illustration of the time rail 31.
  • a first separating element 33 is located in the left-hand region and a second separating element 34 in the right-hand region. These separating elements in each case indicate the current tedding point.
  • the individual time ranges 48 which are arranged between the first and second separating elements 33, 34, show aircraft that will be in the next few hours in the turn-around process. In this case, a finer subdivision into 10-minute time intervals takes place in each subarea 48.
  • the information as to which aircraft are in turn-around at what time is provided by a forecasting unit.
  • the user may select one or more time ranges 41 to represent the aircraft as icons 49 in the main window 30.
  • the aircraft to the left of the first divider 33 represent aircraft that are forecasted inbound and thus have not yet landed.
  • Aircraft to the right of the second separating element 34 represent aircraft which are forecasted outbound and are therefore already started or are about to start. Essential for airport management is the area between these two separation elements. The time on the timetable thus runs three times in parallel: On the one hand, the time is from the left
  • icons of aircraft whose status code is WARN are colored in orange (indicated by dashed lines), while icons of aircraft with status code ERR are colored red (by dotted outline indicated).
  • the interaction element 42 comprises a central display element 45, a license plate area 43 and a status area 44. It is intended to provide interaction elements for the destination of the aircraft, the airline, the status code, the aircraft type and the completed CDM milestones.
  • the status area 44 an indication of the status code, which is color-coded, takes place for each interaction element. For example, for the status code WARN, the color orange is provided (narrow hatched area) and for the status code ERR the color red (wide hatched area).
  • the airline interaction element 46 indicates the appropriate number of aircraft of each airline having a WARN or an ERR status.
  • the interaction element 42 for the destination also shows how many aircraft per destination have the CDM status WARN or ERR.
  • the interaction element 47 shows the intended status codes. For example, by selecting the WARN status code, the user can view all aircraft that have this status code.
  • Fig. 5c shows further embodiments of the interaction elements 32.
  • the number of aircraft with the respective license plate area 43 the number of aircraft with the respective license plate area 43.
  • the interaction element 50 allows the user to select specific types of aircraft.
  • the interaction element 51 allows the user to select specific CDM milestones.
  • Status area 44 displays whether status codes exist for the respective CDM milestones or not, whereby the color indicates the type of the status code.
  • Fig. 5d shows the geometric structures 35, 36 and 37 for the representation of the aircraft in the main window.
  • the individual aircraft are arranged as icons 35 based on the selected selection criterion, with a second Hierarchical grouping based on the parent selection criterion.
  • aircraft whose destination is a specific country are arranged in a first geometric structure 36. All aircraft with destination to a particular continent or part of a continent are arranged within a second geometric structure 37.
  • aircraft with CD status WARN are colored orange, while aircraft with CDM status ERR are colored red. This is represented by a dotted or dashed border.
  • Fig. 5e shows a further illustration of the aircraft in the main window.
  • Aircraft are represented as icons 35 and arranged on the basis of their destination. Different sizes of the aircraft correspond to different types of aircraft. Geographically related icons (identical destinations) are surrounded by a first geometric structure 36. Further consolidation of the icons is accomplished by grouping based on the destination continent, in this example Europe or Asia, and the corresponding second geometric structure 37. Interacting with the icon 35 of a
  • Aircraft for example, by touching the touch screen at this point, the user can access more information in the form of a
  • Fig. 5f shows an information flag 52 in more detail.
  • This grid shows which of the CDM milestones have been assigned a status code that is not NORM by coloring the graphic elements for the status codes WARN or ERR.
  • the device according to the invention or the method according to the invention is not limited to the stated exemplary embodiments or the designations used.
  • parts of the device are located on different servers on the intranet or the Internet, and that the transmission of the data is independent of location via the Internet.
  • the display of the data on the user interface can be made location-independent via the Internet and a correspondingly set up terminal.

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Abstract

L'invention concerne un procédé pour surveiller et commander des processus aéroportuaires au moyen d'un système de traitement de données électronique (1). L'invention est caractérisée en ce que ledit procédé comprend les étapes suivantes : représentation d'une ligne chronologique (31) sur une interface utilisateur, les avions arrivant, en rotation et partant étant représentés symboliquement par des icônes (49) sur ladite ligne chronologique (31); sélection d'au moins une plage temporelle (41) sur la ligne chronologique (31) par un utilisateur; sélection d'au moins un critère de sélection par un utilisateur; représentation symbolique des avions se trouvant dans la plage temporelle sélectionnée (41) sous la forme d'icônes (35) dans une fenêtre principale (30) de l'interface utilisateur. L'invention concerne également un système d'information comportant un système de traitement de données électronique (1) pour la mise en oeuvre de ce procédé.
PCT/EP2012/052459 2011-02-14 2012-02-14 Dispositif et procédé pour surveiller et commander des processus aéroportuaires WO2012110479A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EPPCT/EP2011/000679 2011-02-14
PCT/EP2011/000679 WO2012110047A1 (fr) 2011-02-14 2011-02-14 Dispositif et procédé pour surveiller et commander des processus aéroportuaires

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WO2012110479A1 true WO2012110479A1 (fr) 2012-08-23

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PCT/EP2011/000679 WO2012110047A1 (fr) 2011-02-14 2011-02-14 Dispositif et procédé pour surveiller et commander des processus aéroportuaires
PCT/EP2012/052459 WO2012110479A1 (fr) 2011-02-14 2012-02-14 Dispositif et procédé pour surveiller et commander des processus aéroportuaires

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Publication number Priority date Publication date Assignee Title
CN102867223A (zh) * 2012-08-27 2013-01-09 合肥飞友网络科技有限公司 机场流量指数预估方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6415219B1 (en) * 1999-12-21 2002-07-02 Zakrytoye East Line-Handling Technique of real-time tracking and management of land-based vehicles of the airport
US20050071076A1 (en) 2003-08-08 2005-03-31 Baiada R. Michael Method and system for tactical gate management by aviation entities
US20070156635A1 (en) * 2006-01-04 2007-07-05 Tatton Stephen C Airport operations monitoring system
US20100042445A1 (en) 2006-11-06 2010-02-18 The Boeing Company Customizable situational awareness dashboard and alerts, and associated systems and methods

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6415219B1 (en) * 1999-12-21 2002-07-02 Zakrytoye East Line-Handling Technique of real-time tracking and management of land-based vehicles of the airport
US20050071076A1 (en) 2003-08-08 2005-03-31 Baiada R. Michael Method and system for tactical gate management by aviation entities
US20070156635A1 (en) * 2006-01-04 2007-07-05 Tatton Stephen C Airport operations monitoring system
US20100042445A1 (en) 2006-11-06 2010-02-18 The Boeing Company Customizable situational awareness dashboard and alerts, and associated systems and methods

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