Method and device for preventing small and medium-sized airport control operation
By using telephone notification devices and runway intrusion prevention devices, the problem of low automation of flight information at small and medium-sized airports has been solved, enabling real-time flight information notification and runway occupancy monitoring, thereby improving the safety and efficiency of air traffic control operations.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- HUNAN SIFANG AVIATION SERVICE CO LTD
- Filing Date
- 2023-08-07
- Publication Date
- 2026-06-02
AI Technical Summary
Small and medium-sized airports have low levels of automation in flight information. Controllers manually input information, making it impossible to accurately grasp flight dynamics, which poses safety risks. They also lack technical monitoring and alerting methods.
Employing telephone notification devices and runway intrusion prevention devices, real-time flight information is notified through unattended monitoring modules and duty telephone dialing modules. Combined with electromagnetic induction process units and boxes, the system automatically judges and alarms on runway occupancy.
It improves the safety and efficiency of air traffic control operations at small and medium-sized airports, ensures information security, reduces human error, and enables real-time monitoring and alarms of runway occupancy.
Smart Images
Figure CN117275293B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of airport operation control technology, and in particular to a method and device for protecting the operation and control of small and medium-sized airports. Background Technology
[0002] Many small and medium-sized airports suffer from low levels of automation in their flight information display systems, requiring controllers to manually input some flight status information, and a lack of inter-system communication. For example, at some airports, information such as flight operation status, parking stand allocation, and delay reasons is manually entered into an Excel spreadsheet by controllers, who then send screenshots via WeChat to various ground operation units. At some airports, flight intervals are long, and when there are no flights operating, on-duty controllers typically remain at the station dispatch center, only entering the control area as required before a flight enters the control zone.
[0003] Meanwhile, compared to hub airports, most small and medium-sized airports use procedural control. Controllers cannot accurately grasp the distance between the short five-sided approach aircraft and the runway threshold, and cannot accurately grasp the release timing. In order to effectively prevent controllers from forgetting the runway occupancy dynamics, some airports strictly require controllers to put the corresponding progress sheet into a fixed prompt box after issuing takeoff or landing instructions, to prevent controllers from issuing incorrect runway entry instructions.
[0004] Airports have implemented various management systems for early arrival at their posts, but due to the uncertainty of human factors and the lack of technical monitoring and alerting methods, significant safety risks remain. Small and medium-sized airports must rely on technological means to effectively control personnel presence and runway incursion risks during flight arrivals. Therefore, there is an urgent need for a method and device for protecting air traffic control operations at small and medium-sized airports to improve the safety and efficiency of airport operations control. Summary of the Invention
[0005] The purpose of this invention is to address the shortcomings of existing technologies by proposing a method and device for the protection of air traffic control operations in small and medium-sized airports.
[0006] To achieve its objectives, the present invention employs the following technical solution:
[0007] A protective device for air traffic control operations at small and medium-sized airports includes a telephone notification device and a runway intrusion prevention device. The telephone notification device includes an unattended monitoring module and an on-duty telephone dialing module.
[0008] The unattended monitoring module determines the distance of approaching flights from the airport by acquiring flight plans, dynamic telegrams, and real-time flight tracks. When a flight enters the preset VSP parameter range, it triggers an on-site voice prompt and provides a human-machine interface for on-site personnel to operate. Within the preset VSP time range, if the relevant information is not confirmed on-site through the aforementioned human-machine interface, the duty phone dialing module automatically dials the corresponding duty phone number by the chip, ensuring information security without accessing the external network.
[0009] Preferably, the runway intrusion prevention device includes an aircraft approach determination module that receives aircraft flight path information and automatically determines whether an aircraft is approaching at the five-sided approach; an electromagnetic induction-type process frame and process box designed in accordance with air traffic control operating habits to automatically send ground aircraft / vehicles occupancy electrical signals; and a runway intrusion prevention module that generates alarm information when the runway is occupied.
[0010] Furthermore: the inner wall of the process box is provided with multiple reed switches, the process frame is set on the inner wall of the process box, the inner wall of the process frame is provided with strong magnets and springs, and the outer wall of the process frame is inserted with a cover plate.
[0011] A method for protecting the air traffic control operations of small and medium-sized airports includes the following steps:
[0012] S1: Real-time flight track is linked to dynamic telegrams and flight plans;
[0013] S2: Arrival notification for approaching flights; the system tracks and calculates the distance between the flight and the airport. Based on the preset VSP parameter A, when the flight is within the range of VSP parameter A, the system's human-machine interface generates an audio-visual prompt. If the audio-visual alarm is not confirmed at the duty site within the time range of VSP parameter B, the system notifies the server to automatically dial the duty phone through the duty phone dialing module.
[0014] S3: Aircraft five-sided approach judgment: Based on the preset runway direction and the corresponding approach monitoring area, when the real-time trajectory of a flight meets the five-sided approach characteristics, it is judged to be an approaching flight;
[0015] S4: Runway Occupancy Information Extraction: Based on air traffic control operation rules, a runway usage process unit is designed; the process unit generates different electrical signals for runway occupancy by departing aircraft and airport service vehicles respectively;
[0016] S5: Runway Intrusion Prevention Alarm: An alarm is generated when the runway is occupied and a flight is detected approaching at the fifth approach point; an alarm is also generated when the runway is occupied by ground service vehicles and a ground departure flight enters the runway.
[0017] As a preferred embodiment of the present invention, the specific steps in S1 for associating the real-time flight track with the dynamic telegram and flight plan are as follows:
[0018] A1: Analyze real-time radar tracks and extract key track parameters: K1 (transponder code), K2 (flight number), K3 (departure location), K4 (destination), K5 (actual departure time), and generate a unique track ID;
[0019] A2: Analyze flight dynamics messages and extract key parameters: V1 (flight number), V2 (departure location), V3 (destination), V4 (actual departure time); V5 (estimated departure time);
[0020] A3: Analyze the flight plan and extract key parameters: P1 (flight number), P2 (departure location), P3 (destination), P4 (estimated departure time), P5 (flight plan number);
[0021] A4: For each ID's radar track, match K2 with V1, K3 with V2, K4 with V3, and K5 with V4 to obtain the unique parameter expected takeoff time K6 corresponding to each ID, and include it in the track's key parameters;
[0022] A5: For each ID's radar track, if dynamic telegram matching has been performed, directly match K2 with P1, K3 with P2, K4 with P3, and K6 with P4 to obtain the corresponding flight plan parameter K7 (flight plan number).
[0023] As a further preferred embodiment of the present invention, the specific steps for the arrival notification of the inbound flight in step S2 are as follows:
[0024] B1: When the distance between the flight and the local airport is determined to be less than VSP parameter A, the system will announce the flight information to the human confirmation, and at the same time, the human-machine interface will pop up a flight arrival information prompt.
[0025] B2: If the human-machine interface information is not confirmed within the time range of the preset VSP parameter B, the server will be notified to automatically dial the preset duty phone number.
[0026] As a further aspect of the present invention: in S3, the specific steps for determining the aircraft's five-sided approach are as follows:
[0027] C1: Calculate the distance D between the flight and the runway. If D is within the preset range, determine whether the flight altitude H is below the preset intermediate approach altitude.
[0028] C2: When the distance from the flight to the runway D and the flight altitude H are within the preset parameters, the angle between the flight heading Head and the approach direction H_app is further calculated. When it is less than the preset value, the flight altitude change Hchange and heading change Headchange are further continuously monitored.
[0029] C3: If Hchange shows no upward trend within a consecutive preset number of track updates, and the ascent altitude is within the tolerance range, and the Headchange change is within the tolerance range within the cycle, then the flight is judged to be an approach flight.
[0030] C4: For flights that have been identified as approaching, if their track characteristics do not meet the conditions, the system will automatically determine whether the flight is an aborted approach or a go-around flight based on whether the flight has crossed the FAF point, and at the same time, the human-machine interface will generate an audio and visual reminder.
[0031] Based on the aforementioned scheme: the specific steps for runway intrusion prevention alarm in S5 are as follows:
[0032] D1: When the system receives electrical signals A and B, if it determines that an aircraft is approaching from the fifth approach, it will generate a runway incursion warning with audible and visual information.
[0033] D2: When the runway is occupied by maintenance vehicles, the system receives electrical signal A from the process box. At this time, a ground departure aircraft enters the runway, generating electrical signal B. The system generates runway intrusion alarm prompts with audible and visual information.
[0034] D3: When a departing flight occupies the runway, the system receives electrical signal B from the process control box. At this time, a vehicle enters the runway, generating electrical signal A. The system then generates a runway intrusion alarm with audible and visual alerts.
[0035] The beneficial effects of this invention are as follows:
[0036] 1. This invention collects flight plans, dynamic telegrams, and real-time flight trajectories to provide real-time notifications of flight arrival and departure information to on-duty personnel and operations managers. Simultaneously, based on air traffic control rules, it monitors runway occupancy, enabling runway intrusion prevention monitoring and alarms, thereby improving the safety assurance capabilities and work efficiency of air traffic control operations at small and medium-sized airports.
[0037] 2. The duty phone dialing module, within a preset VSP time range, if the relevant information is not confirmed on-site through the aforementioned human-machine interface, notifies the system server to automatically dial the corresponding duty phone. This module sends data to a customized chip via serial communication. Without accessing the external network, ensuring information security, the chip automatically dials the corresponding duty phone, improving the safety and stability of the device's operation.
[0038] 3. For flights that have been identified as approaching, if their track characteristics do not meet the above conditions, the flight will be automatically determined as either an aborted approach or a go-around flight based on whether the flight has crossed the FAF point. At the same time, the human-machine interface will generate an audio-visual reminder. A runway occupancy process sheet box is designed. The bottom of the process sheet box is equipped with normally open reed switches. The process sheet box is divided into upper and lower layers, which are used to place the runway occupancy barriers for vehicle inspection and the runway occupancy barriers for departing aircraft, respectively.
[0039] 4. Track and calculate the distance between the flight and the airport. According to the preset VSP parameter A, when the flight is within the range of VSP parameter A, the system human-machine interface generates an audio-visual prompt. If the above audio-visual alarm is not confirmed at the duty site within the time range of VSP parameter B, the system notifies the server to automatically dial the duty phone through the duty phone dialing module. Attached Figure Description
[0040] Figure 1 This is a flowchart illustrating a method for protecting the control and operation of small and medium-sized airports proposed in this invention.
[0041] Figure 2 This is a schematic diagram of the main structure of a protective device for air traffic control operations at small and medium-sized airports proposed in this invention;
[0042] Figure 3 This is a schematic diagram of the process single-box structure of a protective device for air traffic control operations at small and medium-sized airports proposed in this invention;
[0043] Figure 4 This is an exploded view of the process single-frame structure of a protective device for air traffic control operations at small and medium-sized airports proposed in this invention.
[0044] In the diagram: 1. Process unit box, 2. Cover plate, 3. Process unit frame, 4. Strong magnet, 5. Spring, 6. Reed switch. Detailed Implementation
[0045] The technical solution of this patent will be further described in detail below with reference to specific embodiments.
[0046] The embodiments of this patent are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this patent, and should not be construed as limiting this patent.
[0047] Example 1:
[0048] A protective device for air traffic control operations in small and medium-sized airports, such as Figure 2-4 As shown, it includes a telephone notification device and a runway anti-intrusion device. The telephone notification device includes an unattended monitoring module that determines the distance of approaching flights from the airport by acquiring flight plans, dynamic telegrams and real-time flight tracks, triggers on-site voice reminders when the flights enter the preset VSP parameter range, and provides a human-machine interface for on-site personnel to operate. It also includes an on-site telephone dialing module that automatically dials the corresponding on-site telephone number by a chip when the relevant information is not confirmed on-site within the preset VSP time range, without accessing the external network and ensuring information security.
[0049] The runway intrusion prevention device includes an aircraft approach determination module that receives aircraft flight path information and automatically determines whether an aircraft is approaching at the five-sided approach; an electromagnetic induction-type process unit 3 and process unit 1 designed in accordance with air traffic control operating habits; a runway occupancy information module that automatically sends ground aircraft / vehicles occupancy electrical signals; and a runway intrusion prevention module that generates alarm information when the runway is occupied.
[0050] The inner wall of the process single box 1 is provided with multiple reed switches 6. The process single frame 3 is set on the inner wall of the process single box 1. The inner wall of the process single frame 3 is provided with strong magnets 4 and springs 5. The outer wall of the process single frame 3 is connected with a cover plate 2. Normally open reed switches 6 are laid at the bottom of the process single box 1. The process single box 1 is divided into upper and lower layers, which are placed on the runway occupation fence for vehicle inspection and the runway occupation fence for departing aircraft, respectively. The reed switches 6 of the upper fence are connected to serial port lines 1 and 2 in parallel, and the reed switches 6 of the lower fence are connected to serial port lines 3 and 4 in parallel. Next, the process single frame 3 is modified so that strong magnets 4 are embedded in the bottom of the process single frame 3. When the modified process single frame 3 is placed on the upper row of the runway occupation process single box 1, the reed switches 6 of the upper fence of the runway occupation process single box 1 are turned on, and the serial port sends an electrical signal A to the system. When placed on the lower fence, the reed switches 6 of the lower fence are turned on, and the serial port sends an electrical signal B to the system.
[0051] Example 2:
[0052] A method for protecting the air traffic control operations of small and medium-sized airports, such as Figure 1 As shown, it includes the following steps:
[0053] S1: Real-time flight track is linked to dynamic telegrams and flight plans;
[0054] S2: Arrival notification for approaching flights; the system tracks and calculates the distance between the flight and the airport. Based on the preset VSP parameter A, when the flight is within the range of VSP parameter A, the system's human-machine interface generates an audio-visual prompt; if the above audio-visual alarm is not confirmed at the duty site within the time range of VSP parameter B, the system notifies the server to automatically dial the duty phone through the duty phone dialing module.
[0055] S3: Aircraft five-sided approach judgment; Based on the preset runway direction and the corresponding approach monitoring area, when the real-time trajectory of a flight meets the five-sided approach characteristics, it is judged to be an approaching flight;
[0056] S4: Runway occupancy information extraction; combined with air traffic control operation rules, design runway usage process unit 3; this process unit 3 generates different electrical signals for departing aircraft and airfield service vehicles occupying the runway respectively;
[0057] S5: Runway Intrusion Warning; An alarm is generated when the runway is occupied and a flight is detected approaching at the fifth approach point; an alarm is also generated when the runway is occupied by ground service vehicles and a departing flight enters the runway.
[0058] In step S1, the specific steps for linking real-time flight tracks with dynamic telegrams and flight plans are as follows:
[0059] A1: Analyze real-time radar tracks and extract key parameters of the track: K1 (transponder code), K2 (flight number), K3 (departure location), K4 (destination), K5 (actual departure time), and generate a unique track ID;
[0060] A2: Analyze flight dynamics messages and extract key parameters: V1 (flight number), V2 (departure location), V3 (destination), V4 (actual departure time); V5 (estimated departure time).
[0061] A3: Analyze the flight plan and extract key parameters: P1 (flight number), P2 (departure location), P3 (destination), P4 (estimated departure time), P5 (flight plan number);
[0062] A4: For each ID's radar track, match K2 with V1, K3 with V2, K4 with V3, and K5 with V4 to obtain the unique parameter expected takeoff time K6 corresponding to each ID, and include it in the key parameters of the track;
[0063] A5: For each ID's radar track, if dynamic telegram matching has been performed, directly match K2 with P1, K3 with P2, K4 with P3, and K6 with P4 to obtain the corresponding flight plan parameter K7 (flight plan number).
[0064] In S2, the specific steps for notifying arriving flights are as follows:
[0065] B1: When the distance between the flight and the local airport is determined to be less than VSP parameter A, the system will announce the flight information to the human confirmation, and at the same time, the human-machine interface will pop up a message indicating the arrival of the flight.
[0066] B2: If the human-machine interface information is not confirmed within the time range of the preset VSP parameter B, the server will be notified to automatically dial the preset duty phone number.
[0067] In the above steps, to ensure the security of the local network and data (i.e., making calls without the local machine being connected to the external network), the system uses a customized telephone dialing chip. The system sends the preset duty phone number to the chip via a serial port, and the chip then makes the duty call. The model of the telephone dialing chip is SIM800C.
[0068] In S3, the specific steps for determining the aircraft's five-sided approach are as follows:
[0069] C1: Calculate the distance D between the flight and the runway. If D is within the preset range (usually 20KM), determine whether the flight altitude H is below the preset intermediate approach altitude.
[0070] C2: When the distance from the flight to the runway D and the flight altitude H are within the preset parameters, the angle between the flight's heading Head and the approach direction H_app is further calculated. When it is less than the preset value, the flight's altitude change Hchange and heading change Headchange are further continuously monitored.
[0071] C3: If, within a preset number of consecutive track updates (e.g., 10), the Hchange shows no upward trend and the ascent altitude is within the tolerance range (preset parameter, generally 60m), and the Headchange change is within the tolerance range (preset parameter, generally 45 degrees) within the same period, then the flight is determined to be an approach flight.
[0072] C4: For a flight that has been identified as approaching, if its track characteristics do not meet the above conditions, the flight will be automatically determined to be an aborted approach or a go-around flight based on whether the flight has crossed the FAF point, and the human-machine interface will generate an audio and visual reminder.
[0073] The specific steps for runway intrusion prevention alarm in S5 are as follows:
[0074] D1: When the system receives electrical signals A and B, if it determines that an aircraft is approaching from the fifth approach, it will generate a runway incursion warning with audible and visual information.
[0075] D2: When the runway is occupied by maintenance vehicles, the system receives electrical signal A from process box 1. At this time, a ground departure aircraft enters the runway, generating electrical signal B. The system generates runway intrusion alarm prompts with audible and visual information.
[0076] D3: When a departing flight occupies the runway, the system receives electrical signal B from process box 1. At this time, a vehicle enters the runway, generating electrical signal A. The system then generates a runway intrusion alarm with audible and visual information.
[0077] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.
Claims
1. A protective device for air traffic control operations at small and medium-sized airports, comprising a telephone notification device and a runway intrusion prevention device, characterized in that, The telephone notification device includes an unattended monitoring module and an on-duty telephone dialing module; The unattended monitoring module determines the distance of approaching flights from the airport by acquiring flight plans, dynamic telegrams, and real-time flight tracks. When a flight enters the preset VSP parameter range, it triggers a voice prompt and provides a human-machine interface for on-duty personnel to operate. The duty phone dialing module automatically dials the corresponding duty phone number by chip within the preset VSP time range if the relevant information is not confirmed by the human-machine interface, without accessing the external network and ensuring information security. The runway intrusion prevention device includes an aircraft five-sided approach judgment module that receives aircraft flight track information and automatically determines whether there is an aircraft approaching the five-sided approach; an electromagnetic induction process frame (3) and process box (1) designed in combination with air traffic control operation habits to automatically send out ground aircraft / vehicles occupying the runway electrical signals; and a runway intrusion prevention module that generates alarm information when the runway is occupied. The inner wall of the process box (1) is provided with multiple reed switches (6), the process frame (3) is provided on the inner wall of the process box (1), the inner wall of the process frame (3) is provided with a strong magnet (4) and a spring piece (5), and the outer wall of the process frame (3) is connected with a cover plate (2).
2. A method for protecting the operation of air traffic control at small and medium-sized airports, characterized in that, Includes the following steps: S1: Real-time flight track is linked to dynamic telegrams and flight plans; S2: Arrival Prompt for Approaching Flights: Track and calculate the distance between the flight and the airport. Based on the preset VSP parameter A, when the flight is within the range of VSP parameter A, the system's human-machine interface generates an audio-visual prompt. If the audio-visual alarm is not confirmed at the duty site within the time range of VSP parameter B, the system notifies the server to automatically dial the duty phone through the duty phone dialing module. S3: Aircraft five-sided approach judgment: Based on the preset runway direction and the corresponding approach monitoring area, when the real-time trajectory of a flight meets the five-sided approach characteristics, it is judged to be an approaching flight; S4: Runway Occupation Information Extraction: In conjunction with the control operation rules, a runway usage process unit (3) is designed; the process unit (3) generates different electrical signals for departing aircraft and airport service vehicles occupying the runway; S5: Runway Intrusion Prevention Alarm: An alarm is generated when the runway is occupied and a flight is detected approaching at the fifth approach point; an alarm is also generated when the runway is occupied by ground service vehicles and a ground departure flight enters the runway.
3. The method for protecting the operation of air traffic control at small and medium-sized airports according to claim 2, characterized in that, In step S1, the specific steps for linking real-time flight tracks with dynamic telegrams and flight plans are as follows: A1: Analyze real-time radar tracks and extract key track parameters: transponder code K1, flight number K2, departure point K3, destination K4, and actual departure time K5, to generate a unique track number ID; A2: Analyze flight dynamics messages and extract key parameters: flight number V1, departure point V2, destination V3, actual departure time V4; estimated departure time V5; A3: Analyze the flight plan and extract key parameters: flight number P1, departure point P2, destination P3, estimated departure time P4, and flight plan number P5; A4: For each ID's radar track, match K2 with V1, K3 with V2, K4 with V3, and K5 with V4 to obtain the unique parameter expected takeoff time K6 corresponding to each ID, and include it in the track's key parameters; A5: For each ID's radar track, if dynamic telegram matching has been performed, directly match K2 with P1, K3 with P2, K4 with P3, and K6 with P4 to obtain the corresponding flight plan parameter K7 for the track.
4. The method for protecting the operation of air traffic control at small and medium-sized airports according to claim 2, characterized in that, In S2, the specific steps for notifying arriving flights are as follows: B1: When the distance between the flight and the local airport is determined to be less than VSP parameter A, the system will announce the flight information to the human confirmation, and at the same time, the human-machine interface will pop up a flight arrival information prompt. B2: If the human-machine interface information is not confirmed within the time range of the preset VSP parameter B, the server will be notified to automatically dial the preset duty phone number via the duty phone dialing module.
5. A method for protecting the operation of air traffic control at small and medium-sized airports according to claim 2, characterized in that, In S3, the specific steps for determining the aircraft's five-sided approach are as follows: C1: Calculate the distance D between the flight and the runway. If D is within the preset range, determine whether the flight altitude H is below the preset intermediate approach altitude. C2: When the distance from the flight to the runway D and the flight altitude H are within the preset parameters, the angle between the flight heading Head and the approach direction H_app is further calculated. When it is less than the preset value, the flight altitude change Hchange and heading change Headchange are further continuously monitored. C3: If Hchange shows no upward trend within a consecutive preset number of track updates, and the ascent altitude is within the tolerance range, and the Headchange change is within the tolerance range within the cycle, then the flight is judged to be an approach flight. C4: For flights that have been identified as approaching, if their track characteristics do not meet the conditions, the system will automatically determine whether the flight is an aborted approach or a go-around flight based on whether the flight has crossed the FAF point, and at the same time, the human-machine interface will generate an audio and visual reminder.
6. A method for protecting the operation of air traffic control at small and medium-sized airports according to claim 2, characterized in that, The specific steps for runway intrusion prevention alarm in S5 are as follows: D1: When the system receives electrical signals A and B, if it determines that an aircraft is approaching from the fifth approach, it will generate a runway incursion warning with audible and visual information. D2: When the runway is occupied by a maintenance vehicle, the system receives electrical signal A from the process box (1). At this time, a ground departure aircraft enters the runway, generating electrical signal B. The system generates runway intrusion alarm prompts with sound and light information. D3: When a departing flight occupies the runway, the system receives electrical signal B from the process box (1). At this time, a vehicle enters the runway and generates electrical signal A. The system generates a runway intrusion alarm with sound and light information.