EA006094B1 - Mode of air traffic control - Google Patents

Abstract

Field of application: the invention relates to the field of aviation, in particular to methods of controlling the movement of aircraft. The essence of the invention: a method of air traffic control (ATC) by obtaining information on the coordinates of aircraft (AC) and the parameters of their movement, processing the obtained information in the computer complex (CC) of the automated ATC system (AS ATC) and the computer of each AC, displaying information on the movement of AC and the threat of collision of AC on the air situation indicator screen, using the computer complex, the tendency of change in the flight parameters between each AC and all other AC located in the ATC zone is calculated, and based on the obtained data, all AC located in the ATC zone are divided into three groups, wherein the first group includes AC requiring control with a probability equal to zero, the second group includes AC requiring control with a probability greater than zero but less than one, and the third group includes AC requiring control with a probability equal to one, on the air situation indicator screen the AC of these three groups and the information accompanying them are displayed in different colors, wherein the AC of the second and third groups are additionally connected by lines with a scale, the unit of length of which is equal to the speed of approach to other aircraft or obstacles, in addition, for aircraft of the second and third groups, using the air traffic controller of the air traffic control system, the predicted longitudinal, lateral and altitude distances are calculated at the moment of their closest approach to other aircraft or obstacles, these distances are displayed on the air situation indicator screen in segments, providing them with an escort form on which the information is displayed

Description

A known method of controlling air traffic, selected as the closest analogue, is that using a computer system, all aircraft in the control zone are divided into three groups, each of which includes aircraft requiring control with a probability of zero, with the probability is greater than zero, but less than one, and with a probability equal to one, respectively, in each group. On the air condition indicator screen of these three groups and the accompanying information is displayed in different colors. To estimate the time of approach of conflicting aircraft, they are connected by lines with a scale, the unit of length of which is equal to the speed of approach. In addition, with the help of a computer complex, the predicted longitudinal and lateral distances between conflicting aircraft, as well as the relative height between them at the moment of their closest approach and a scale that displays the degree of change in longitudinal or vertical speed necessary to prevent conflict, are calculated and displayed on the air situation indicator (RF patent No. 2134910, class IPC C 08C 7/00, publ. 08/20/99. Bull. No. 23).

The disadvantages of this method are the need for a large number of radar systems to obtain information about conflict situations beyond the boundaries of each radar system, the inaccuracy of predicting the distance between aircraft, especially in height, when they perform maneuvers, or when deviations from the course.

The technical task of the proposed method is to increase the safety of air traffic control.

The problem is achieved in that in the method of air traffic control (ATC) by obtaining information about the coordinates of the aircraft (AC) and their movement parameters, processing the information received in the computer complex (VK) of the automated air traffic control system (AC ATC) and the computer of each aircraft , displaying on the air condition indicator screen information about aircraft movement and about the threat of aircraft collision with the help of a computer system, the trend of the flight parameters change between each aircraft and all others is calculated and aircraft located in the air traffic control zone, and based on the data obtained, all aircraft located in the air traffic control zone are divided into three groups, the first group includes aircraft requiring control with a probability equal to zero, the second group includes aircraft requiring control with the probability is greater than zero, but less than one, and the third group includes aircraft requiring control with probability equal to one, on the screen of the air situation indicator the aircraft of these three groups and the accompanying information are displayed in different colors, and the aircraft of the second and third groups will complement they connect the lines with a scale whose unit of length is equal to the approach speed with other aircraft or obstacles, in addition, for aircraft of the second and third groups, the predicted longitudinal, lateral and altitude distances at the time of their closest approximation with other aircraft or obstacles are calculated using the AC ATC ATC, on the air condition indicator screen, the distance data is displayed in segments, providing them with an escort form, which displays information about the parameters of the conflict situation, while the longitudinal or lateral segment the distances at the moment of closest approach of the aircraft with other aircraft or obstacles provide a scale unit of length equal to the distance by which the predicted distance will change when the longitudinal or vertical speed of the aircraft moves by a certain amount, in it, information about the coordinates of the aircraft at a certain point in time and parameters their movements are determined using the satellite navigation system and / or according to the navigation systems of aircraft 3 at a distance between aircraft no more than 250 km, then transferred to the VC, after dividing into three groups of all aircraft in the VC, the determination of coordinates and motion parameters for aircraft 3 belonging to the third group, is carried out with a frequency of at least 2 s, for aircraft belonging to the second group, are produced with a frequency two times greater than for aircraft related to the third group, and for BC 3 belonging to the first group, they are produced with a frequency four times greater than for BC 3 belonging to the third group. In addition, when two vessels of the third group approach each other, one of the vessels is assigned a local coordinate system (LSC), relative to which the distance to the other aircraft 3 is calculated, while on the screen of the air situation indicator aircraft 3, a spline of movement of one aircraft 3 relative to the others is displayed, graded with distance approaching these ships.

The proposed method is illustrated by the circuits shown in FIG. 1, 2, 3.

In FIG. 1 shows a structural diagram of an air traffic control system;

in FIG. 2 shows a spline of motion of aircraft with time grading;

in FIG. 3 shows the principle of spline calibration.

In FIG. 1, the following designations are adopted: a complex of information display and operational control 1, including indicators of the air situation; satellite navigation system 2, including receivers and transmitters of information and computer systems; BC 3 with receivers and transmitters of information placed on them, as well as computers; a computer complex (VK) 4, including a signal receiver and transmitter, electronic computers (PCs) for processing flight plans and information received from transmitters of a satellite navigation system; communication and data transfer complex 5, including communication facilities (eg, radio, satellite or Internet), transmission of planned information, communication equipment with a computer; repeater 6.

The method is implemented as follows. The signals of the satellite navigation system 2, emitted in the VHF band, are transmitted to information receivers located on the aircraft 3 connected to computers. Computers located on BC 3, based on data from satellite navigation system 2 and on-board navigation systems (for example, radio altimeters, bar altimeters, speed meters, etc.), calculate the geographic coordinates of BC 3 in real time and send a command to the information transmitters for the emission of encoded signals in the VHF band. The encoded signals contain information on the flight number and geographical coordinates of aircraft 3. Information receivers located on other aircraft 3 receive signals from information transmitters placed on aircraft 3 and transmit them to the computer systems in which the computers process them, while On monitors of computers of each EZS 3 the air situation in real time is displayed. At the same time, information about the position of each aircraft 3 is transmitted to VK 4 using a communication and data transfer complex 5, where it is also processed, as a result of which the group to which each aircraft 3 belongs is assigned. Information about the position of each aircraft 3 can be transmitted to VK 4 and back through repeaters 6 placed stationary on the ground or in the air (for example, on airplanes, satellites and other aircraft). Then, information comes from VK 4 to the indicators of the air situation of the information display and operational control complex 1. The communication and data transmission complex 5 provides for the exchange of information between ground-based air traffic control systems, as well as aircraft 3 and other information consumers.

The following is an algorithm for determining the group to which each aircraft 3 belongs. The algorithm consists in the fact that one of the aircraft 3 (the first) is assigned a Cartesian local coordinate system (LSC) independent of the global coordinate system (SC) of the VD indicator. For the second vessel, at the time points 11, 12, 13, the coordinates in the LCF of the longitudinal and transverse distances χΐ (ΐΐ), χ2 (ΐ2), χ3 (ΐ3), у1 (11), у2 (12), у3 (13) are calculated. An extrapolating spline is constructed using the given coordinates, three points, and temporal indices using program methods; for this, the coefficients a, b are found from the extrapolating polynomial of the second order

The search for the approximating function g (x), which in our case will display the trajectory of the BC 3, is carried out by the least squares method to smooth out the existing errors. In general, the task of the least squares method is to determine the values of the coefficients Ck that minimize the function

8 (Co, С I, С ₂ ) = (/ (Ч)% (χΐ)) r = 1 _st ( _l ) = С ₀ + С, -л: + С _г -л ²

8 (c ₀ , C |, C ₂ ) = £ (y ₍ -C „-C, A-C ₂ -x ² )

1 = 1

1 = 1

A = ^2- h ^χ .- (- 3 —-ί = 2 · Σ (Λ -% -С, ^α, · 2) -1 ι = ι ι = ι ι-Ί> = ι

ί_ΰ 1 = 1 / _1

Based on the found coefficients, a spline is constructed on the screen of the VD indicator through the second-order equation Sk, which determines the possible movement of aircraft 3, as shown in FIG. 2. Based on this spline, the critical distance between two vessels is determined, which in this case will be equal to the smallest distance between the center of the LSK and the spline, which determines the position of the second vessel in the LSK.

The movement of the first aircraft 3, with which the LFV is connected, is directed along the positive direction of the abscissa axis of the LFV, while both aircraft 3 are provided with a time tracking form, which is the grading of the abscissa scale for the first aircraft 3 and the spline calibration for the second vessel. After calibration, based on the geometric construction of the spline, the shortest distance between two aircraft 3 is calculated.

The principle of spline calibration on the timeline for the second vessel.

Based on the available speed data, as well as the required calibration time, the distance is calculated on the abscissa on the LSC, which will correspond to the distance the second vessel travels along the existing spline. To do this, the graduation price is calculated by distance 8 = Y / ΐ, where V is the vessel speed at the time of the forecast, and прогно is the calibration time. Then this distance is recalculated on the abscissa axis to calibrate the spline in LSC

where 8 is the graduation price by distance;

a - the starting point along the abscissa axis for zero calibration time;

B is the final, desired, point of the end of the graduation segment on the abscissa axis of the LCS.

After which the smallest distance is found. According to certain predicted values of the coordinates at the calibration points, the smallest values of the distances between the aircraft are determined.

^α = / * 2- ^χ ΐ) ²⁺ (? 2- ^) ² where X1, x ₂ are respectively the coordinates on the abscissa scale at the calibration points of the first and second aircraft;

_{yb 2} - respectively, the coordinates on the ordinate scale at the calibration points of the first and second aircraft, as shown in FIG. 3.

For a given distance and relative height between aircraft 3, determined by the formula H _from = H ₁ -H ₂ , where H ₁ and H ₂ are the flights of aircraft 3, determine the group to which the aircraft 3 data belong, and accordingly determine the control probability.

The following is an example of dividing all aircraft into groups. The third group includes aircraft, the distance between which at the same flight altitude is no more than 5 km, and at different altitudes the relative altitude is: at altitudes from 900 to 8100 m - not more than 300 m, from 8100 to 12100 m not more than 500 m, over 12100 m - not more than 1000 m. The second group includes aircraft, the distance between which at the same flight altitude is from 5 to 10 km, and at different altitudes the relative altitude is: at altitudes from 900 to 8100 m - 300 to 600 m, from 8100 to 12100 m - from 500 to 1000 m, over 12100 m - from 1000 to 2000 m. The first group includes Aircraft, the distance between which at the same flight altitude is from 10 km, and at different altitudes the relative altitude is: at altitudes from 900 to 8100 m - from 600 m, from 8100 to 12100 m - from 1000 m, over 12100 - from 2000 m.

Further, the predicted point of the aircraft position in the echelon is provided with an escort form, as shown in FIG. 2, which indicates the projected longitudinal distance between two aircraft, the relative height between them and the time during which the aircraft will move from point “A” to point “B”.

Then, on VK 4, for aircraft 3 belonging to the third group, the coordinates and motion parameters are determined according to the above algorithms with a frequency of 0 to 2 s, for aircraft belonging to the second group, the same determination is made with a frequency twice as large as for aircraft belonging to the third group, and for aircraft 3 belonging to the first group, a determination is made with a frequency four times greater than for aircraft belonging to the third group.

At VC, processing and display of all flight information of the air traffic control zone is performed, and at aircraft, processing and display of flight information in a radius of up to 250 km for each aircraft is performed. If there is a danger of an aircraft collision, a command to resolve the conflict situation is transmitted from the VC to the conflicting aircraft; a similar team to resolve the conflict situation is developed and issued on each of the conflicting aircraft. In the absence of teams of the information display and operational control complex in the event of a conflict, the crews of each aircraft independently eliminate the situation. In the event of an inadequate response or the absence of any crew actions to the situation, onboard active flight safety systems (for example, BASBP IKSL-2) take the aircraft to safe routes in accordance with the agreed VC and the conflicting aircraft algorithm.

The use of the claimed invention can significantly improve flight safety and throughput and ATC scope, as well as safer maneuvering of aircraft.

- 3 006094

Claims (2)

1. The method of air traffic control (ATC) by obtaining information on the coordinates of aircraft (Aircraft) and their movement parameters, processing the information received in the computer complex (VC) of the automated air traffic control system (AC ATC) and the computer of each aircraft, displaying on the indicator screen the air situation information about the movement of aircraft and the threat of a collision of aircraft, using a computer system to calculate the trend of the flight parameters between each aircraft and all other aircraft located in the air traffic control zone, and based on and the received data, all aircraft located in the air traffic control zone are divided into three groups, the first group including aircraft requiring control with a probability equal to zero, the second group includes aircraft requiring control with a probability greater than zero, but less than one, and the third group includes aircraft that require control with a probability of one on the screen of the air situation indicator of the aircraft of these three groups and the information accompanying them are displayed in different colors, and the aircraft of the second and third groups are additionally connected by lines to the scale, unit the length of which is equal to the speed of approaching with other aircraft or obstacles, in addition, for aircraft of the second and third groups, the predicted longitudinal, lateral and altitude distances at the time of their closest approach with other aircraft or obstacles are calculated using the AC ATC ATC, data is displayed on the screen of the air situation indicator distances by segments, providing them with an escort form, which displays information about the parameters of the conflict situation, while the segment of the longitudinal or lateral distance at the time of closest approach Aircraft with other aircraft or obstacles provide a scale unit of length equal to the distance by which the predicted distance will change when the longitudinal or vertical speed of the aircraft moves by a certain amount, characterized in that it initially contains information about the coordinates of the aircraft at a certain point in time and their parameters the movements are determined using the satellite navigation system and / or according to the data of the navigation systems of the aircraft, then they are transmitted to the VC and it is divided into three groups of all aircraft, after which it is determined The coordinates and motion parameters in the VC for aircraft belonging to the third group are produced with a frequency of at least 2 s, for aircraft belonging to the second group, they are produced with a frequency twice as large as for aircraft belonging to the third group, and for Aircraft belonging to the first group are produced with a frequency four times greater than for aircraft belonging to the third group; subsequently, the aircraft themselves process and display flight information only for those aircraft whose distance does not exceed 250 km. 2. The method according to claim 1, characterized in that when approaching two vessels of the third group, one of the vessels is assigned a local coordinate system relative to which the distance to the other aircraft is calculated, while the aircraft air situation indicator displays a spline of movement of one aircraft relative to others, graded scale with the proximity of these vessels.