WO2014004101A1 - Système et procédé de gestion de calendrier pour gérer le trafic aérien - Google Patents

Système et procédé de gestion de calendrier pour gérer le trafic aérien Download PDF

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Publication number
WO2014004101A1
WO2014004101A1 PCT/US2013/045655 US2013045655W WO2014004101A1 WO 2014004101 A1 WO2014004101 A1 WO 2014004101A1 US 2013045655 W US2013045655 W US 2013045655W WO 2014004101 A1 WO2014004101 A1 WO 2014004101A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
trajectory
air traffic
flight
sta
Prior art date
Application number
PCT/US2013/045655
Other languages
English (en)
Inventor
Rajesh Venkat Subbu
David So Keung Chan
Glen William Brooksby
Joel Kenneth Klooster
Sergio Torres
Original Assignee
General Electric Company
Lockheed Martin Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US13/786,858 external-priority patent/US9177480B2/en
Application filed by General Electric Company, Lockheed Martin Corporation filed Critical General Electric Company
Priority to CA2877339A priority Critical patent/CA2877339C/fr
Priority to BR112015000076A priority patent/BR112015000076A2/pt
Priority to JP2015520257A priority patent/JP6248104B2/ja
Priority to CN201380035034.8A priority patent/CN104488012B/zh
Priority to EP13733164.1A priority patent/EP2867880B1/fr
Publication of WO2014004101A1 publication Critical patent/WO2014004101A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0004—Transmission of traffic-related information to or from an aircraft
    • G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0043—Traffic management of multiple aircrafts from the ground

Definitions

  • the present invention generally relates to methods and systems for managing air traffic. More particularly, this invention relates to methods and systems used to optimize air traffic control operations and minimize losses in air traffic efficiency, and includes methods and systems for managing the time schedule for arriving aircraft by including early cruise descents as a means of absorbing time delays resulting from one or more aircraft missing its/their scheduled time of arrival (STA).
  • STA scheduled time of arrival
  • longitudinal (speed changes) lateral
  • flight path lengthening or shortening lateral
  • vertical (lowering the cruise altitude to reduce speed) alterations Currently, a combination of speed changes and lateral alterations in flight paths is used to absorb time delays.
  • trajectory is a time-ordered sequence of three-dimensional positions an aircraft follows from take-off to landing, and can be described mathematically, in contrast, a flight plan is a series of documents that are filed by pilots or a flight dispatcher with a civil aviation authority that includes such information, such as departure and arrival locations and times, that can be used by air traffic control (ATC) to provide tracking and routing services.
  • ATC air traffic control
  • Trajectory is a means of fulfilling an intended flight plan, with uncertainties in time and position.
  • TBO Trajectory Based Operations
  • NextGen Next Generation Air Transport System
  • SESAR European Single European Sky ATM Research
  • TBO concepts provide the basis for improved airspace operation efficiency.
  • Trajectory synchronization and negotiation implemented in TBO also enable airspace users (including flight operators, flight dispatchers, flight deck personnel, Unmanned Aerial Systems, and military users) to regularly fly trajectories closer to their preferred trajectories, enabling business objectives, including fuel and time efficiency, wind-optimal routing, and weather-related trajectory changes, to be incorporated into TBO concepts.
  • business objectives including fuel and time efficiency, wind-optimal routing, and weather-related trajectory changes
  • An overarching goal of TBO is to reduce uncertainty associated with the prediction of an aircraft's future location through the use of the aforementioned 4DT in space and time.
  • the precise use of 4DT dramatically reduces uncertainty in determining an aircraft's current and future position and trajectory relative to time, and includes the ability to predict when an aircraft will reach an arrival meter fix (a geographic location also referred to as a metering fix, arrival fix, or comerpost) as the aircraft approaches its arrival airport.
  • arrival meter fix a geographic location also referred to as a metering fix, arrival fix, or comerpost
  • air traffic control relies on "clearance-based control" systems, which depends on observations of an aircraft's current location, typically without much further knowledge of the aircraft's trajectory. Typically, this results in the aircraft flying a route that is determined by air traffic control and which is not the aircraft's preferred trajectory. Switching to TBO would allow an aircraft to fly along a user-preferred trajectory.
  • CI Cost Index
  • the CI of an aircraft determines its optimal flight speed and trajectory, and is a function of atmospheric conditions, aircraft performance capabilities and trajectory, and as a result is nearly unique to every flight, in addition, factors such as speed and altitude do not necessarily increase linearly with increasing CL As such, the computation of CI in ground simulation is difficult.
  • TBO For TBO to function effectively, it requires accumulation and compilation of trajectory data from all relevant aircraft. User-preferred trajectories, those which are most desirable by the aircraft operators, may often conflict with one another, especially in air traffic systems which are no longer-clearance based. Although TBO will improve efficiency, it must deal with trajectory and traffic conflicts. Trajectory negotiation determines the trajectory requirements or intentions of a variety of aircraft, and attempts to form a solution which meets as many user preferences as possible and make the best use of available airspace. Such a trajectory negotiation relies on aircraft trajectory data as well as human decision-making and trajectory preferences.
  • an aircraft in a continuous-descent or early-descent trajectory, an aircraft begins descending at an idle or near-idle thrust setting much earlier than in a standard trajectory. By beginning a slow descent much earlier in a flight path, a time delay may be absorbed, and less fuel may be exhausted.
  • the basic outline of an early-descent trajectory is shown in FIG. 1. An aircraft following an early-descent trajectory may either continuously descend to an appointed meter-fix location, or descend to an intermediate lower altitude, allowing it to fly at a slower speed to absorb a flight delay and potentially consume less fuel.
  • U.S. Patent Application Publication No. 2009/0157288 attempts to solve a similar problem, but limits the actors in the solution to individual aircraft.
  • An aircraft receives only a time delay factor from air traffic control and, in isolation from any additional information from ground systems, determines the best trajectory modification to meet this time delay.
  • the present invention provides methods and systems for managing the time schedule for arriving aircraft approaching their arrival airport.
  • the invention provides means for altering aircraft flight trajectories including, but not limited to, early cruise descents, in order to compensate for air traffic scheduling changes including, but not limited to, time delays resulting from one or more aircrafts missing its/their STA (scheduled time of arrival).
  • a schedule management system for managing air traffic comprising multiple aircraft that are within a defined airspace and approaching an arrival airport, with each of the multiple aircraft having existing trajectory parameters comprising three-dimensional position and velocity.
  • the schedule management system includes on-aircraft flight management systems (FMSs) individually associated with the multiple aircraft and adapted to determine aircraft trajectory and fliglit-specific cost data of the aircraft associated therewith, and an air traffic control system that is adapted to monitor the multiple aircraft but is not located on any of the multiple aircraft.
  • FMSs on-aircraft flight management systems
  • the air traffic control system has a decision support tool and is operable to acquire the aircraft trajectory and the flight-specific cost data from the FMS and generate a STA for each of the multiple aircraft for at least one location (for example, a meter fix point) along an approach to the arrival airport If any of the multiple aircraft miss the STA thereof at the location and thereby delays a second of the multiple aircraft flying towards the location to impose a later STA for the second aircraft, the air traffic control system is operable to transmit the aircraft trajectory and the fliglit-specific cost data to the decision support tool, utilize the decision support tool to determine if a particular trajectory alteration is more cost-efficient for the second aircraft to absorb the delay associated with the later STA, and then transmit instructions to the second aircraft based on a human decision facilitated by the decision suppoxt tool.
  • a decision support tool is operable to acquire the aircraft trajectory and the flight-specific cost data from the FMS and generate a STA for each of the multiple aircraft for at least one location (for example, a meter fix point) along
  • a method for managing air traffic comprising multiple aircraft that are within a defined airspace and approaching an arrival airport, with each of the multiple aircraft having existing trajectory parameters comprising three-dimensional position and velocity.
  • the method includes determining aircraft trajectory and flight-specific cost data of each of the multiple aircraft with on-aircraft FMS individually associated with the multiple aircraft, monitoring the multiple aircraft with an air traffic control system that is not located on any of the multiple aircraft, and then generating with the air traffic control system a ST A for each of the multiple aircraft for at least one location (for example, a meter fix point) along an approach to the arrival airport, if any of the multiple aircraft miss the STA thereof at the location and thereby delays a second of the multiple aircraft flying towards the location to impose a later STA for the second aircraft, then the method further comprises transmitting the aircraft trajectory and the flight-specific cost data acquired from the FMSs to a decision support tool of the air traffic control system, utilizing the decision support tool to determine if a particular trajectory alteration is more
  • a technical effect of the invention is that, while prior approaches to managing time schedules for arriving aircraft have relied on information and decision-making that are !eft entirely to either the individual aircraft or a ground system, the present invention seeks to provide an accurate and comprehensive schedule management system that uses aircraft and flight data received from aircraft within the sphere of influence of a ground- based air traffic control system, for example, an air traffic control center, and then uses decision support tools (DST) of the ground system to compute the estimated time of arrival (ETA) for each aircraft being managed and determine whether there is a requirement to absorb a time delay or temporally advance an aircraft.
  • DST decision support tools
  • FIG. 1 schematically represents a basic outline of early-descent trajectories that can be implemented by embodiments of the present invention.
  • FIG. 2 is a block diagram of a schedule management method and system for managing air traffic approaching an arrival airport on the basis of the trajectories and flight-specific cost data of the individual aircraft.
  • FIG. 3 is a graph that represents a relationship between a given time delay and altitude changes that can be employed to absorb the time de!ay from a certain distance to a meter-fix point in an early-descent maneuver.
  • FIG. 4 represents that potential cost advantages may be achieved when absorbing a time delay in air traffic through the implementation of early-descent maneuvers to an aircraft's trajectory as compared to conventional lateral or speed changes.
  • the present invention provides a schedule management system and method for managing air traffic approaching an arrival airport.
  • aircraft within the airspace are equipped with on ⁇ aircraft flight management systems (FMSs) that determine aircraft trajectory and flight-specific cost data of the individual aircraft on which they are installed.
  • FMSs on ⁇ aircraft flight management systems
  • the schedule management system receives the aircraft trajectory and flight-specific cost data from the FMSs of the aircraft within the sphere of influence of an air traffic control (ATC) center whose ground system is equipped with a decision support tool (DST).
  • ATC air traffic control
  • DST decision support tool
  • the air traffic control system determines the scheduled time-of-arrival (STA) for the aircraft at one or more meter fix points along one or more approaches to the arrival airport and, if any aircraft misses its STA and thereby imposes a time delay on one or more other aircraft flying towards the meter fix point, the DST utilizes the aircraft trajectory and flight-specific cost data of the other (delayed) aircraft to determine if aircraft trajectories changes would be advantageous in absorbing the time delay(s). If appropriate, such a determination can be transmitted to the delayed aircraft by air traffic control personnel.
  • STA scheduled time-of-arrival
  • flight-specific cost information is generated by aircraft and provided to the DST for analysis.
  • the DST is preferably pari of a ground-based computer system and not on an aircraft. This provides larger data storage and processing capabilities, given that the DST can be of a much larger size, designed to fit in a room or building and not in an aircraft cabin.
  • the ground-based DST also provides a better medium for compiling incoming data from multiple aircraft under the control of an air traffic control system.
  • this embodiment of the invention offers the capability of facilitating advances in air traffic control, in particular, to accommodate advanced air traffic systems such as Trajectory Based Operations (TBO) to be implemented in the future, including the NextGen and SESAR evolutions.
  • TBO Trajectory Based Operations
  • the DST is designed to work not just with one aircraft, but with a large number of different aircraft, trajectories, positions, and time constraints.
  • An arrival manager (A MAN) is commonly used in congested airspace to compute an arrival schedule for aircraft at a particular airport.
  • the computer system of the schedule management system can use aircraft surveillance data and/or a predicted trajectory from the aircraft to constmct a schedule for aircraft arriving at a point, typically a metering fix located at the terminal airspace boundary.
  • TMA Traffic Management Advisor
  • this invention can make use of an arrival scheduler tool that monitors the aircraft based on aircraft data and computes the sequences and STAs of arriving aircraft to the metering fix.
  • the DST is an advisory tool used to generate the alternative trajectories that will enable a later-arriving aircraft to accurately perform an early-descent trajectory (which may result in reduced speed) that will deliver the aircraft to the metering fix according to the delayed ST A computed by the computer system for the later-arriving aircraft.
  • FIG. 2 represents an air traffic conflict that has arisen in the vicinity of an airport, in which two aircraft will reach the traffic pattern of the airport at the same time.
  • one aircraft (depicted in FIG. 2) must be delayed so that the other aircraft (not shown) can enter the traffic pattern first and an adequate amount of space will be provided between the aircraft.
  • an air traffic controller could simply request that the delayed aircraft reduce its cruise speed or make another simple trajectory change, doing so may not be the most cost-effective or desirable solution for the aircraft operator.
  • the air traffic control system is provided with a ground-based computer system that monitors the 4D (altitude, lateral route, and time) trajectory (4DT) of each aircraft as it enters the airspace being monitored by the air traffic control system.
  • the aircraft appropriately equipped with an on-board FMS (or, for example, a Data Communication (DataComm) system) are capable of providing this information directly to the computer system, in particular, many advanced FMSs are able to accurately compute 4DT data, which can be exchanged with the computer system using CPDLC, ADS-C, or another data communications mechanism between the aircraft and air traffic control system, or another digital exchange from a flight dispatcher.
  • the computer system associated with the air traffic control system computes an estimated time of arrival (ETA) for at least one metering fix associated with the arrival (destination) airport shared by the aircraft, ETAs for multiple aircraft are stored in a queue that is part of a data storage unit that can be accessed by the computer system and its DST.
  • ETAs for multiple aircraft are stored in a queue that is part of a data storage unit that can be accessed by the computer system and its DST.
  • the computer system performs a computation to determine, based on information inferred or downlinked from the aircraft, the ETA of the first aircraft and an appropriate delay time for the delayed aircraft.
  • the computer system utilizes the DST to compute several possible alternative trajectories which would adequately delay the delayed aircraft and resolve the traffic conflict while also conserving aircraft operating costs by potentially initiating an early descent.
  • an air traffic controller can choose one of the possible trajectories, potentially including an early descent, recommended by the DS T and relay this request to the delayed aircraft.
  • the air traffic control system can continue to monitor the trajectory of the aircraft for conformance to the request. If necessary and possible, the air traffic control system may update the ETAs to the meter fix for each aircraft stored in the queue of the data storage.
  • the initial scheduling horizon is a spatial horizon, which is the position at which each aircraft enters the given airspace, for example, the airspace within about 200 nautical miles (370.4 km) of the arrival airport.
  • the ATM system monitors the positions of aircraft and is triggered once an aircraft enters the initial scheduling horizon.
  • the final scheduling horizon also referred to as the STA freeze horizon, is defined by a specific iime-io-arriving metering fix.
  • the STA freeze horizon may be defined as an aircraft's metering fix ETA of less than or equal to, for example, twenty minutes in the future.
  • FIG. 1 The basic outline of an early-descent trajectory for the delayed aircraft is schematically represented in FIG. 1 , which evidences that the aircraft begins descending (for example, at an idle or near-idle thrust setting) much earlier than in a standard trajectory. By beginning a slow descent much earlier in a flight path, a time delay is absorbed and, in preferred embodiments, less fuel is exhausted.
  • the aircraft may either continuously descend to an appointed meter-fix location or descend to an intermediate lower altitude, allowing it to fly at a slower speed to absorb a flight delay and consume less fuel.
  • the cost of operating a flight may be decomposed into the cost of fuel and other direct and time related costs, including, but not limited to, crew pay, aircraft maintenance, passenger and cargo logistics, and equipment devaluation.
  • Preferred embodiments of the invention involve the extraction of the effective operating cost from the on-board FMSs of aircraft.
  • a suitable mechanism for calculating and evaluating operating cost may include the Cost Index, as discussed above and in Torres. Such calculations and evaluations for a specific aircraft would likely be located on the aircraft itself since the hardware requirements necessary for data storage and processing would be far less than required for the DST of the ground-based system.
  • the infonnaiion to be processed would be contingent on or directly relevant to a specific aircraft as opposed to generally pertaining to all aircraft within the air traffic being monitored by a given air traffic control center.
  • the mechanism would then make that information available (down-linked) to the air traffic control system and its DST.
  • Torres contains a discussion of a cost coefficients-based framework that can support a ground-based computation of an optimal meet-time schedule management maneuver, by which a new cost-optimized STA for an aircraft can be determined in response to an earlier aircraft missing its STA.
  • a cost coefficients-based framework that can support a ground-based computation of an optimal meet-time schedule management maneuver, by which a new cost-optimized STA for an aircraft can be determined in response to an earlier aircraft missing its STA.
  • a cost coefficients-based framework that can support a ground-based computation of an optimal meet-time schedule management maneuver, by which a new cost-optimized STA for an aircraft can be determined in response to an earlier aircraft missing its STA.
  • such a framework involves an aircraft computing the cost (either relative to the current planned trajectory or an absolute cost) for various types of changes to its current planned trajectory, in terms of speed, lateral path change (increase in path length), or a change in cruise altitude.
  • the cruise altitude change would most likely be a decrease in cruise altitude to reduce speed, though potentially an increase in cruise altitude may be appropriate, for example, if a stronger headwind at a higher altitude may result in an overall time delay capable of meeting a later STA for the aircraft necessitated by an earlier aircraft missing its STA.
  • This cost information is transmitted to a DST on the ground (potentially as a set of cost coefficients from the aircraft),
  • the cost information can be used to determine if a particular course alteration would be a more efficient method of meeting a time schedule than, for example, a path stretch or another maneuver.
  • a nonlimiting example of such a course alteration would be an early-descent trajectory that is optimal for meeting a new STA for an aircraft, a particular example being a later STA necessitated by an earlier aircraft missing its STA.
  • the DST would compile available information provided by the aircraft into a more useful tool, if part of TBO described earlier, the DST generates and compiles the information by which trajectory negotiation can take place, and from which the DST preferably generates several possible alternative trajectories, one or more of which may be preferred by the aircraft operator and'Or fit into the constraints of the existing air traffic environment.
  • the intention is that the DST is able to facilitate better use of airspace and meet aircraft user-preferred trajectories by providing all the available flight data, as well as preferred trajectories, to one or more human users through an appropriate interface that allows the users to make decisions based on the trajectories and potentially additional information.
  • the DST can compute, based on the predicted aircraft trajectory, the ETA for the aircraft. If the ETA of the aircraft is sooner than its STA, there is a requirement to absorb time delay. Conversely, if the ETA of the aircraft is later than its STA, there is a need to temporally advance the aircraft.
  • the ground-based DST may consider various combinations of speed changes (either a single speed instruction or as a time constraint, such as a Required Time of Arrival (RTA)), lateral path stretch or shortcut, and/or cruise altitude change.
  • RTA Required Time of Arrival
  • the cost surfaces constructed from the down-linked cost coefficients are utilized to evaluate and select a meet-time maneuver for the aircraft, and more preferably the best meet-time maneuver that appears to be most advantageous for the aircraft while meeting the S TA at the arrival meter fix.
  • the present invention enables an early cruise descent as part of the feasible options set available to an air traffic controller, broadening the options set for meet- time schedule management. This increases the available degrees of freedom as well beyond speed changes and path stretches, allowing better identification of conflict-free trajectories that meet timing requirements in congested airspaces. With a broader options set, and a means to compute costs associated with each option, aircraft business objectives may be considered and satisfied.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Traffic Control Systems (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

L'invention concerne un système et un procédé pour améliorer l'efficacité de manœuvres d'aéronef destinées à recevoir des contraintes liées au temps dans le trafic aérien, des informations concernant les performances de vol et les conditions atmosphériques sont rassemblées à bord d'un aéronef, puis transmises à un centre de commande de trafic aérien, dans le cas d'un retard ou d'un autre événement quelconque qui nécessite une modification d'une trajectoire d'aéronef, les données sont transmises à un outil de support de décision pour calculer et fournir des trajectoires alternatives, comprenant, de préférence, des trajectoires préférées d'opérateur, dans des contraintes de trafic aérien. Les contrôleurs de trafic aérien peuvent ensuite offrir une trajectoire alternative à un aéronef qui est plus efficace, rentable et/ou préférable pour l'opérateur d'aéronef.
PCT/US2013/045655 2012-06-30 2013-06-13 Système et procédé de gestion de calendrier pour gérer le trafic aérien WO2014004101A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CA2877339A CA2877339C (fr) 2012-06-30 2013-06-13 Systeme et procede de gestion de calendrier pour gerer le trafic aerien
BR112015000076A BR112015000076A2 (pt) 2012-06-30 2013-06-13 sistema de gerenciamento de programação e método para gerenciar o tráfego aéreo.
JP2015520257A JP6248104B2 (ja) 2012-06-30 2013-06-13 航空交通を管理するためのスケジュール管理システムおよび方法
CN201380035034.8A CN104488012B (zh) 2012-06-30 2013-06-13 用于管理空中交通的进度管理系统和方法
EP13733164.1A EP2867880B1 (fr) 2012-06-30 2013-06-13 Système et procédé de gestion de calendrier pour gérer le trafic aérien

Applications Claiming Priority (4)

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US201261666801P 2012-06-30 2012-06-30
US61/666,801 2012-06-30
US13/786,858 2013-03-06
US13/786,858 US9177480B2 (en) 2011-02-22 2013-03-06 Schedule management system and method for managing air traffic

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WO2014004101A1 true WO2014004101A1 (fr) 2014-01-03

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JP (1) JP6248104B2 (fr)
CN (1) CN104488012B (fr)
BR (1) BR112015000076A2 (fr)
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JP2015527644A (ja) 2015-09-17
CN104488012B (zh) 2017-03-08
EP2867880A1 (fr) 2015-05-06
CN104488012A (zh) 2015-04-01
CA2877339A1 (fr) 2014-01-03
BR112015000076A2 (pt) 2017-10-10
CA2877339C (fr) 2021-03-16
EP2867880B1 (fr) 2020-11-11

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