AIR SITUATION INFORMATION AND TRAFFIC MANAGEMENT SYSTEM FOR UNMANNED AND MANNED AIRCRAFT

Description

[0001] The invention describes an air situation information and traffic management system for unmanned and manned aircraft (constituting a variant of the UTM system) according to the preamble of claim 1, in which the position data of aircraft detectable by ATM sensors (in particular manned aircraft) are acquired, tracked, and displayed in an air situation picture by means of ATM sensors of the air situation information and traffic management system, and in which the position data of unmanned aircraft are also acquired, tracked, and displayed by means of further components described below. The air situation picture provides, for example, an air traffic control center or a controller with an overview of the airspace, in particular of manned aircraft. ATM sensors as air traffic management sensors are stationary sensors that detect and locate aircraft in the airspace and are operated, for example, by an air traffic control center.As stationary sensors, ATM sensors are specifically not sensors fixed to the aircraft or moving with it. ATM sensors can be, in particular, radar sensors. The ATM sensors are connected to a data network (in particular, an air traffic control system or another central evaluation unit) and transmit the position data they acquire to the data network. A tracking device is provided within the data network and configured to track the acquired position data and process it into an air situation picture so that the air situation picture can be displayed on a display device connected to the data network.

[0002] EP 2 138 921 A2 describes a system and method for transmitting position data from an unmanned aerial vehicle (UAV) to a central flight control center. The UAV has a position sensor for determining its position, such as a GPS sensor, and a transceiver through which the UAV communicates with a ground control station (GCS) equipped with a corresponding transceiver. The GCS controls the UAV's flight movements and receives the position data from the UAV's position sensor, which it then forwards to the central flight control center. The central flight control center also receives position data from conventional aircraft, which are equipped with their own transponders that transmit the data, along with an aircraft identifier, directly to the central flight control center. The positions of the UAV and the aircraft can be displayed together on the GCS.

[0003] US Patent 2006 / 0253254 A1 describes a sense-and-avoid safety system for displaying aircraft positions in a local flight management autopilot system of an unmanned aerial vehicle (UAV). This system integrates data from a ground-based short-range tracking radar system and position data from the UAV's GPS system into the local flight management autopilot system. The ground-based radar data is transmitted via radio signals to the UAV's flight management autopilot system and displayed on a screen along with the UAV's GPS position data on georeferenced maps, enabling the UAV pilot to track its position. The UAV pilot also receives warnings to help avoid collisions with nearby aircraft.

[0004] In RAMASAMY SUBRAMANIAN ET AL: "A unified approach to cooperative and non-cooperative Sense-and-Avoid", 2015 INTERNATIONAL CONFERENCE ON UNMANNED AIRCRAFT SYSTEMS (ICUAS), IEEE, June 9, 2015 (2015-06-09), pages 765-773, XP033171579, and CHO TAEHWAN: "Automatic Dependent Surveillance - Broadcast for surveillance of Unmanned Aircraft System", 1 2017 INTEGRATED COMMUNICATIONS, NAVIGATION AND SURVEILLANCE CONFERENCE (ICNS), IEEE, April 18, 2017, (2017-04-18), XP033143166, different aircraft are described when using IMM (Interactive Multiple Model) Kalman filters for tracking, with RAMASAMY SUBRAMANIAN ET AL can also be used as a basis for estimating the movement of drones as unmanned aerial vehicles.

[0005] This type of airspace surveillance is used to monitor manned aircraft. Manned aircraft are defined as those controlled by a pilot inside the aircraft itself, such as airplanes and helicopters. Unmanned aerial vehicles (UAVs), on the other hand, are aircraft without a pilot, which can also carry passengers (e.g., remotely controlled drones and drone taxis). These unmanned aircraft cannot be located, or cannot be reliably located, by the ATM sensors used. The same applies to manned aircraft, such as small sport planes or light aircraft, operating in lower airspace. Nevertheless, especially near airports, collisions between unmonitored and monitored aircraft occur repeatedly.

[0006] Against this background, the object of the invention is to provide, within the framework of an air situation information and traffic management system, a common air situation picture for manned and unmanned aircraft (meaning aircraft detectable by ATM sensors and aircraft not detectable by ATM sensors) in order to be able to systematically take into account possible points of contact between such unmanned aircraft and manned aircraft in traffic management.

[0007] This problem is solved according to the invention by an air situation information and traffic management system of the type mentioned at the outset, comprising the features of claim 1. In particular, it is provided that aircraft not detectable by ATM sensors (these are, in particular, unmanned aircraft, i.e., not controlled by a pilot in the aircraft, such as drones, or undetected manned aircraft in the lower airspace, which, for example, cannot be scanned by radar ATM sensors) are equipped with a portable position sensor device of the air situation information and traffic management system, wherein the portable position sensor device is configured to acquire current position data. Advantageous embodiments of these position sensor devices proposed according to the invention are so-called hook-in, hook-on, or carry-on devices, which are explained in more detail below.The position sensor device proposed according to the invention has a radio communication device configured to communicate with a ground station connected to the data network and to transmit the position data of the position sensor device to the data network. The tracking device of the air situation information and traffic management system is configured to also track the position data of the portable position sensor devices and process it as an air situation picture, so that the air situation picture can be displayed on a display device connected to the data network.

[0008] The invention thus extends the known method for detecting, tracking, and displaying the positions of manned aircraft from radar data to the detection of unmanned aircraft (used synonymously with unmanned aerial vehicles within the scope of this disclosure) from position data which, in a preferred embodiment of the invention, are provided via a mobile communication infrastructure in a data network, and integrates this data into a common air situation display. The new air situation information and traffic management system thus serves for the integrated management of manned and unmanned aircraft, in order to avoid collisions between them and to ensure air traffic control purposes.

[0009] According to the invention, the tracking device is configured to combine the position data of the ATM sensors and the position data of the portable position sensor devices and to create a common air situation picture (e.g., dynamically updated with new position data entered into the data network) for aircraft that can be detected by ATM sensors and those that cannot be detected by ATM sensors (in particular, manned and unmanned aircraft).

[0010] It may be provided that one or more air situation images, possibly with different content, can be displayed on a single display device. This display device is either integrated into the data network or can be displayed on, for example, internet-based (mobile or stationary) display clients via a display server within the data network, which connect to the display server. Displaying the image on the display device integrated into the data network can also occur on an internet-based display client.

[0011] Such display devices can be integrated into controller workstations, into mobile display devices (e.g., smartphones or tablets) carried by the pilot in an aircraft or by a remote pilot outside an aircraft, or be designed as an analysis display for a maintenance engineer to inspect the measurement and tracking quality.

[0012] In the integration and processing of the various position data and the representation of flight paths in air situation images, the invention takes into account expected flight paths with respect to the flight dynamics of the aircraft. For manned aircraft that are typically dynamically inert, these expected flight paths are represented in the mathematical form of an ellipse because the main direction of movement of these aircraft cannot be spontaneously changed. For typically dynamically active unmanned aircraft, such as drones, these expected flight paths are represented as circles. These shapes are considered in the calculation of the position data and its processing for the air situation images.

[0013] According to the invention, one or more of the following information can be displayed in the air situation picture: Positions with situational information relating to operations of manned and / or unmanned aircraft (or aircraft detectable by ATM sensors and / or aircraft not detectable by ATM sensors). An important air situation picture according to the invention is the combined air situation picture of manned and unmanned aircraft (or aircraft detectable and not detectable by ATM sensors), i.e., an air situation picture in which the position data acquired in various ways are fused. Dynamically updated, labeled flight paths (e.g., with the type of aircraft, a registration number or flight number, the geometric and / or barometric altitude, the battery charge level of an unmanned aircraft, e.g., a drone, the control status (automatic or manual control), or the like).Additional information on an unmanned and / or manned aircraft, where dots and / or dashed lines in the flight paths represent the past flight path, a head symbol represents the current flight position, and a solid line represents the current direction and speed as a future vector. Based on the generated air situation picture, spatiotemporal conflicts with static, dynamic, and temporary geo-areas (geofences or geocages) were identified. Based on the generated air situation picture, spatiotemporal conflicts between unmanned aircraft (defined as aircraft whose position data cannot be acquired using ATM sensors; this also includes piloted aircraft in lower airspace that cannot be systematically detected by, for example, radar ATM sensors) and between manned and unmanned aircraft (each including warnings and / or alarms, e.g.,(e.g., distances between aircraft or time intervals until potential collisions). A freely selectable background map (e.g., topographic map or similar) on which flight paths, tracks, or flight paths can be displayed. Control positions with location information for operations of unmanned aerial vehicles.

[0014] According to a preferred embodiment of the invention, the position data entered into the data network can include further surveillance data on the type and / or status of the aircraft, such as type information for manned or unmanned aircraft, a flight or identification number, geometric and / or barometric altitude information, the state of charge of the battery of an unmanned aircraft, e.g. a drone, the control status (automatic or manual control) or similar information, which according to the invention can be acquired and transmitted by the position sensor devices or can be accessed from the aircraft's on-board system.

[0015] Aircraft not detectable by ATM sensors may include, in particular, unmanned aerial vehicles (especially drones) without a pilot, or manned aircraft in lower airspace that are piloted but not systematically detected by ATM sensors. The latter applies especially to small sport aircraft, lightweight aircraft, kites, and similar aircraft.

[0016] According to the invention, at least some aircraft that cannot be detected by ATM sensors can have a self-contained position sensor device with its own power supply, forming a structural unit with the aircraft but not connected to it via communication technology. In this case, the position sensor device collects position data and, if applicable, other surveillance data based on its own sensors installed within the device and / or its own presets. Such devices are designed as self-contained, independently functioning components that are structurally attached to the preferably unmanned aircraft, e.g., a drone, so that they form a single unit. For example, they can be integrated into the aircraft's housing as a separate unit or attached to it externally. This type of self-contained position sensor device is also referred to in this text as hook-on devices.

[0017] Furthermore, according to the invention, at least some of the aircraft that cannot be detected by ATM sensors can have a self-contained position sensor device with its own power supply, which is integrated as an application (app) into a mobile device with a processor and communication unit and can be executed within it. Such a mobile device can be, for example, a smartphone, tablet, notebook, or similar communication device equipped with sensors for a Global Navigation Satellite System (GNSS) and on which an app is installed that performs the described method, in particular acquiring the device's position data and establishing a connection to the data network via the communication unit to transmit the position data to the network. In this case, too, communication typically takes place via mobile network communication. This type of mobile position sensor device is also referred to in this text as carry-on devices.A key feature of the mobile position sensor device is that, for example, the pilot can carry and use such a device without it being connected to the aircraft.

[0018] Another possibility according to the invention for providing position sensor devices is that at least some of the aircraft not detectable by ATM sensors have a position sensor device that can be electrically and / or electronically connected to the aircraft's electrical system and is connectable to (and connected to) its control electronics and / or power supply. In this case, too, the position sensor device collects the position data and, if applicable, other surveillance data. This can be done using sensors installed in the position sensor device itself and / or by connecting to sensors present in the aircraft's electrical system and accessible to the position sensor device, or by using data retrievable from the electrical system. Such devices are not designed as self-contained, independently functioning components, but only function in conjunction with a state connected to the aircraft's electrical system.The function of the position sensor device is only guaranteed when connected to the aircraft's electrical system. For this purpose, the position sensor device is provided with a suitably configured interface with access to the electrical system, according to the invention. Such position sensor devices integrated into the aircraft's electrical system are referred to as hook-in devices.

[0019] Devices that can only be connected to the aircraft's power supply for charging batteries via a standardized power interface and otherwise have no access to the aircraft's electrical system are, depending on the previous definition, hook-on devices or carry-on devices. The terms "position sensor device" and "hook-on device," "hook-in device," and "carry-on device" are to be understood as synonymous.

[0020] Through this established interface to a hook-in device, the position sensor can also access radio communication equipment present in the aircraft for transmitting position data. For the purposes of this disclosure, access to and use of the aircraft's own radio communication equipment is also to be understood as meaning that the position measuring device has radio communication equipment, even if the position sensor does not have (integrated) radio communication equipment that can transmit data to the data network, but must access or does access the aircraft's radio communication equipment.

[0021] The interface to the aircraft's electrical system can be wired or wireless. For example, Bluetooth or NFC communication can serve as a wireless interface. Such an interface can also be used by carry-on devices or hook-on devices to read additional surveillance data from the aircraft, even if the position sensor device operates autonomously insofar as it has, according to the invention, a position sensor and a radio communication device integrated into the position sensor device.

[0022] The air situation information and traffic management system according to the invention can optionally operate with any type of hook-in device, hook-on device, and / or carry-on device. The design of these devices is not part of the invention, but their integration into the data network provided by air traffic control and the tracking system contained therein is.

[0023] According to the invention, the radio communication device is a mobile communication device. Such a radio communication device can, for example, be a mobile communication device that is already integrated into many mobile electronic devices or is available as integrable modules for a variety of devices. The communication process can then also take place, for example, via an IoT system (Internet of Things with a corresponding communication protocol).

[0024] Alternatively or additionally, other radio communication devices that allow communication with the data network can also be used according to the invention. These can, for example, be integrated into radio remote controls of drones or other unmanned (pilot-controlled) aircraft or flying objects in general, and transmit the aircraft's position signals to the radio remote control via the aircraft's control signals (e.g., in a separate channel). The radio remote control then transmits this data to the data network, for example, via a mobile communication connection, similar to a carry-on device. In this case, the position measuring device according to the invention is formed jointly by the radio remote control and position sensors in the remotely controlled aircraft.

[0025] An alternative or supplementary radio communication device can also be an ADS-B radio transmission, in which a dedicated broadcast transmission of position data and, if applicable, other data takes place on the frequency 1090 MHz. Data processed by air traffic control can also be transmitted via broadcast and received in appropriately equipped aircraft. The similar "FLARM" concept can also be used for communication, although this only allows for relatively short-range communication and functions primarily as a collision warning device.

[0026] According to a preferred embodiment, the radio communication device allows bidirectional communication with forward communication from the position measuring device to the data network and return communication from the data network to the position sensor device. According to the invention, forward and return communication can take place on different radio channels.

[0027] According to the invention, feedback communication from the data network to the position sensor device can also include intervention in the flight control system (particularly in unmanned aerial vehicles). This applies especially to the aforementioned hook-in devices that are directly connected to the aircraft's onboard system, or via a remote control where flight control functions can be accessed in the remote control unit.

[0028] By means of Safety-Net calculation in the data network, in which possible collisions of aircraft are detected and an avoidance calculation is carried out, automatic control of the unmanned aircraft can be achieved or ensured in the context of feedback communication using the Hook-In Device or with the help of communication with a Remote Pilot Station (radio remote control - RPS) which is connected to the flight control of the unmanned aircraft, in order to avoid conflicts by changing a segment of the flight route.

[0029] It corresponds to a preferred embodiment of the invention that the position sensor device determines the position data via a global navigation satellite system (GNSS).

[0030] Alternatively, but preferably as a supplement, the position sensor device can also determine position data from sensors connected to the aircraft's electrical system. This can be done, for example, using laser scanners or geographic markers in virtually stored maps in conjunction with optical sensors (e.g., digital cameras) and established triangulation methods for position determination.

[0031] The air situation information and traffic management system proposed according to the invention can thus provide data for conflict-free flight mission planning with regard to obstacles, no-fly zones, weather conditions, and other planned flight missions, and enable authorized bodies to process this data. Technically, this processing can also include flight prioritization. Furthermore, current data for flight execution can be checked, and corresponding warnings can be provided to the pilot, up to and including the possibility of intervening in the control of the unmanned aerial vehicle or aircraft.

[0032] Further advantages, features, and applications will also become apparent from the following description of exemplary embodiments and the symbols. All described features, individually or in any combination, constitute the subject matter of the present invention, even independently of their compilation in the claims or their cross-references.

[0033] They show: Fig. 1 a schematic system overview of an air situation information and traffic management system for aircraft according to the present invention in a first embodiment; Fig. 2 an exemplary plot and flight path tracked from position data; Fig. 3 an exemplary representation of expectation windows for manned and unmanned aircraft; Fig. 4 an exemplary representation of an air situation picture with different flight paths; and Fig. 5 a schematic system overview of an air situation information and traffic management system for aircraft according to the present invention in a second, supplementary embodiment.

[0034] Fig. 1 Figure 1 shows an exemplary embodiment of an air situation information and traffic management system 1 according to the invention for aircraft in an exemplary design with optional components necessary and useful for the invention.

[0035] Within the framework of a standard Air Traffic Control (ATC) operation, position data of aircraft (typically manned) that can be detected by ATM sensors 2 of the Air Situational Information and Traffic Management System 1 are acquired using ATM sensors 2. ATM sensors 2 (Air Traffic Management Sensors) are stationary sensors that detect and locate aircraft in the airspace and are operated, for example, by an air traffic control organization. ATM sensors 2 can be, in particular, radar sensors.

[0036] The ATM sensors 2 are connected to a data network 3 (in particular, an air traffic control system or another central evaluation unit) and transmit the position data they have acquired to the data network 3. A tracking device 4 is provided in the data network 3 and configured to track the acquired position data and process it as an air situation picture 5, so that the air situation picture 5 can be displayed on a display device connected to the data network. In other words, the position data supplied by the ATM sensors are tracked and displayed in the air situation picture 5. The air situation picture 5, derived from the data of the ATM sensors 2, provides, for example, an air traffic control system or an air traffic controller with an overview of the airspace, particularly of manned aircraft. This is standard practice within the context of air traffic control systems.

[0037] In order to detect unmanned aircraft or aircraft not detectable by ATM sensors within the framework of Air Traffic Control, these aircraft are equipped with portable position sensor devices 10, 11, 12 of the Air Situation Information and Traffic Management System 1, wherein the portable position sensor devices 10, 11, 12 are configured to acquire current position data. Possible embodiments of these position sensor devices proposed according to the invention can be configured as a so-called hook-in device 10, hook-on device 11, or carry-on device 12.

[0038] The position sensor devices 10, 11, 12 proposed according to the invention have a radio communication device configured to communicate with a ground station 14 connected to the data network 3 via a radio network 13, preferably a mobile communication network, and to transmit the position data of the position sensor devices 10, 11, 12 to the data network 3. The tracking device 4 of the air situation information and traffic management system 1 is configured to also track the position data of the portable position sensor devices 10, 11, 12 and process it as an air situation picture 5, so that the air situation picture can be displayed on a display device 6 that can be connected to the data network. The tracking device 4 can particularly preferably be configured to combine the position data of the ATM sensors 2 and the position data of the portable position sensor devices 10, 11, 12 and to generate a (e.g., dynamically, i.e.,to create a common air situation picture 5 for aircraft detectable by ATM sensors 2 and aircraft not detectable by ATM sensors 2 (in particular manned aircraft as well as unmanned aircraft whose position data are acquired by the position sensor devices 10, 11, 12) updated with position data newly entered into the data network 3 (in particular manned aircraft as well as unmanned aircraft whose position data are acquired by the position sensor devices 10, 11, 12).

[0039] In the embodiment of the present invention described here, unmanned aerial vehicles or flying objects, also referred to as Unmanned Aircraft Systems (UAS), are equipped either with a so-called hook-on device as a position sensor 10 or a so-called hook-in device as a position sensor 10. The unmanned aerial vehicles can, in particular, be drones 15. The term "drone" is also used below as a synonym for unmanned aircraft and / or aircraft that cannot be detected by ATM sensors.

[0040] These position sensor devices 10, 11, carried or integrated by the drone 15, are used for data exchange between the drone 15 and a traffic management system for unmanned aerial vehicles (UTM) on the ground.

[0041] A hook-on device 10 operates independently of the drone 15's electronics and has no connection to its flight controller. It uses a GNSS (Global Navigation Satellite System) receiver as a position sensor, has its own power supply, and establishes a completely autonomous radio connection to the ground station. It transmits the data generated and recorded during flight, particularly the position data from the GNSS receiver, to the ground station 14 via mobile network frequencies, i.e., the mobile network 13. Data can also be transmitted to other drones 15 via mobile network. Position data acquisition is not performed using radar, as in manned aviation, but rather via the mobile network 13 and with the aid of GNSS data from the position sensor devices 10, 11, and 12.

[0042] In the so-called Hook-in Device 11, the device is integrated into the electronics of the drone 15 and connected to its flight control and power supply.

[0043] Likewise, so-called carry-on devices 12 can be included in the air situation information and traffic management system 1 described in the invention. A carry-on device is a mobile terminal device (e.g., a smartphone, tablet, or the like) with a software application (application or app) that acts as a client to the UTM system and transmits position data after login, identification, and activation. This can also be done via the mobile network 13. This carry-on device 12 is carried, for example, by an aircraft pilot 16 who is controlling an aircraft that cannot be detected by ATM sensors 12, e.g., under visual flight rules.

[0044] This app is carried by VFR (Visual Flight Rules) pilots, for example, and can be installed on the pilot's smartphone or tablet. The use of these carry-on devices makes aircraft equipped with Carry-on Device 12 visible to each other and to unmanned aerial vehicles, even to the pilot.

[0045] The position data is transmitted from the pilot's smartphone via the mobile network 13 using the app and sent to the ground station 14 and the tracking device 4. The GNSS signals acquired by the smartphone are then processed to create an air situation picture 5, including other aircraft, both those detectable by ATM sensors 2 and those not detectable by ATM sensors 2. Using a display server 17 (which may be part of the UTM system) in the data network 3, the air situation picture 5 can be displayed on, for example, internet-based (mobile or stationary) display clients that connect to the display server 17. Such display clients could, for example, be the app on the tablet or smartphone of the aircraft pilot 16, which transmits the air situation picture 5.

[0046] Similarly, a remotely controlled drone pilot 15 can receive this air situation picture 5 on a suitable terminal 19 as a display device, which could be, for example, a remote control unit for the drone 15 or a smartphone or tablet equipped with a suitable app. Using the carry-on device 12, the aircraft pilot 16, e.g., a VFR pilot responsible for the last-minute maneuver, can avoid potential collisions by viewing the air situation picture 5 on their mobile device 18.

[0047] The air situation information and traffic management system 1 described in the invention extends the classical tracking of manned aircraft in controlled airspace to the tracking and display of unmanned aircraft, such as drones 15, which are typically characterized by higher agility or lower inertia compared to manned aircraft. Classical methods using radar data acquisition via ATM sensors 2 are not suitable for integrating agile aircraft, especially drones 15, which make rapid changes in direction. Likewise, low-flying unmanned or manned aircraft cannot be detected by radar. Furthermore, unmanned aerial vehicles without additional transmitters are not detected. The integration of the data is achieved by the air situation information and traffic management system proposed according to the invention.

[0048] To achieve, according to the invention, the detection of drones 15 and similar unmanned aerial vehicles and their integration into an air situation picture 5, the known method of an Interacting Multiple Model Kalman Filter (IMM) was extended by the present invention to form an air situation information and traffic management system 1 for manned and unmanned aerial vehicles, which can accordingly also be referred to as a "Drone and Aircraft Surveillance Tracking System", DASTS. The hook-on devices 10 and hook-in devices 11 carried by unmanned aerial vehicles, as well as the carry-on devices 12 in manned aircraft that cannot be detected by ATM sensors 2 for other reasons, are thus part of the system as position sensor devices 10, 11, 12 for collecting position data.

[0049] As previously described, these position sensor devices 10, 11, 12 are connected to the air traffic control data network 3 via the mobile network 13 of a telecommunications provider, or dial in to it, in order to communicate with connected, network-enabled components. Data acquired by the position sensor devices 10, 11, 12, in particular position data or other surveillance data, are thus entered into the data network 3, where they are forwarded to the tracking unit 4. The tracking unit 4 uses the transmitted position data 20 of the aircraft, compensates for measurement errors, timing errors, temporal bulking (stretching or enlarging of volume), or gaps using the IMM filter (explanation follows later), and then calculates a track position to generate an air situation picture 5, which can also be referred to as situational awareness.This creates a calculated motion, consisting of target course and ground speed, from the data plots of the position sensor devices 10, 11, 12.

[0050] By integrating this data into the tracks from the radar data and possibly other data from ATM Sensors 2 capture surveillance data from manned aircraft, enabling the determination of an enhanced collision risk, potential alarms, and safety distances. This is achieved by displaying a dynamically updated air situation picture 5 of the fused data from manned aircraft and unmanned aircraft equipped with position sensor devices 10, 11, 12, in particular drones 15.

[0051] As in Fig. 2 The position data 20 of the ATM sensors 2 and the position sensor devices 10, 11, 12 are presented as plots according to the invention, in which the temporal sequence of the position data 20 is shown in order to extract the flight path 21 (track) of the aircraft. The tracking device 4 has an extended Interacting Multiple Model Kalman Filter (IMM) which uses different motion models, turning flight, straight flight, standstill, and in particular motion data of higher dynamics - possibly depending on the data channel - to model the movements of unmanned aerial vehicles.

[0052] The tracking device 4 takes into account, in a statistical risk assessment, the higher agility of drones 15 or unmanned aerial vehicles in general, and can assign correspondingly adjusted safety distances, which are determined from expectation windows 22, 23. For example, for typically more sluggish manned aerial vehicles, such as airplanes 24, longitudinally distorted ellipsoids are used as expectation windows 23 in the calculation (see Fig. 3 For agile unmanned aerial vehicles, such as drones 15, circular ellipsoids are used as expectation windows 22. The air situation information and traffic management system evaluates the flight paths 21 (tracks) of the individual aircraft by pairwise comparison using the expectation windows 22, 23 in circles and ellipses around the aircraft 15, 24 to indicate potential conflicts and to provide suggestions for track guidance.

[0053] When comparing the tracks of the aircraft pairwise, the air situation information and traffic management system performs an "octal tree" sort around the respective track position. The comparison of all track positions takes into account all incoming data from the aircraft, i.e., in addition to radar data, in particular the kinematic data of the unmanned aerial vehicles from the position sensor devices 10, 11, 12, such as speed, GNSS position, acceleration, heading, and variances. From this, the air situation information and traffic management system determines an expected movement window 22, 23 for the future movement in order to enable risk assessment.

[0054] This allows typical movement characteristics to be assigned to manned and unmanned aircraft.

[0055] How Fig. 2 To clarify, head symbols 25 for tracks 21 indicate the current flight position. A future vector 26 shows the direction and speed. The past flight paths of the flight track 21 are described in an air situation image 5 with so-called history dots 27, thus displaying the past flight path.

[0056] The unmanned aerial vehicles (UAVs) shown on the air situation display (5) are labeled with 28 labels containing geometric and barometric altitude data. The head icon 25 of the UAV's track can also receive data from other sensors on the UAV. This could include, for example, the battery charge level, control status, or telemetry data. Maintenance engineers can view information on measurement and tracking quality on an additional analysis display.

[0057] As in Fig. 4 As shown in the example of the air situation picture 5, the operator also receives information and warnings about potential collisions. The air situation information and traffic management system displays such an air situation picture 5 with risk assessment and alarm functionality for all aircraft or flying objects in the airspace to the pilot of, for example, an unmanned drone 5. This information is also available to operators, potentially to employees of law enforcement and security authorities, and potentially to air traffic controllers.

[0058] The air situation images 5 may be processed differently depending on the individual user and may differ in their presentation.

[0059] The aggregated data can be displayed on the display unit 6, 18, 19 against a background of selectable maps.

[0060] As in a further embodiment of the air situation information and traffic management system 1 according to the invention in Fig. 5 As further optional features are shown, in addition to the functionalities already described, other (preferably optional) communication and location technologies 29 can also be used. Information is transmitted from the position sensor devices 10, 11, 12 via mobile communication. Satellite communication, IoT communication, NFC communication, ADS-B, or FLARM can also be used as options, as already explained.

[0061] Similarly, other positioning technologies, such as laser scanners or geographic markers in virtual maps, can be integrated in conjunction with optical sensors using triangulation to detect unmanned aerial vehicles (drones 15). Corresponding plots of position data 20 and tracks 21 can also be provided by drone detection systems 30 (DDS) for so-called non-cooperative flying objects. This allows, for example, an air traffic controller at an airport control tower to be presented with additional information about the activities of unmanned aerial vehicles or flying objects (such as drones 15) in the immediate vicinity of airports in various critical areas, depending on the level of risk. Critical infrastructure, test tracks, industrial plants, correctional facilities, etc., can also be monitored with regard to the overflight of unmanned aerial vehicles. The resulting air situation picture 31 for drone detection then shows, for example...Spatial and temporal conflicts with such defined static, dynamic, and temporary geo-fences and geo-cages (geo-area). This is possible because the air situation information and traffic management system, through data fusion using covariance intersection, enables the assessment of the cooperativity of unmanned aerial vehicles (such as drones 15).

[0062] For intervention, the air situation information and traffic management system (ASM) for drones 15, equipped with a hook-in device 11, can enable direct intervention in the flight control of a drone 15 or an unmanned aerial vehicle (UAV) via a control signal transmitted over a separate data channel. This is also possible through direct communication with a ground-based radio remote control of the drone 15, allowing the ASM to take over or intervene in the drone's control. Thus, if a drone 15 or an UAV enters a critical overflight area, control can be handed over from the UAV's pilot to the ASM, resulting in, for example, an automatic takeover of control or a change to the flight path segment.

[0063] The air situation information and traffic management system presented according to the invention generally provides information on obstacles, no-fly zones, weather conditions, and other authorized flight missions for the mission planning of unmanned aerial vehicles. This allows the operator or pilot to prioritize flights and / or plan control interventions in the mission of the unmanned aerial vehicle based on more precise information, or even to automate this (in the future). Reference symbol list:

[0064] 1 Air situation information and traffic management system 2 ATM sensors 3 Data network 4 Tracking device 5 Air situation display 6 Display device connectable to the data network 10 Position sensor device as hook-on device 11 Position sensor device as hook-in device 12 Position sensor device as carry-on device 13 Radio network, especially mobile network 14 Ground station 15 Drones 16 Aircraft pilot 17 Display server 18 Mobile device as display device 19 Terminal as display device 20 Position data 21 Flight path or track 22 Expected window for drone 23 Expected window for aircraft 24 Aircraft 25 Head icon 26 Future vector 27 History dots 28 Label 29 Optional communication and tracking technologies 30 Drone detection systems 31 Air situation picture for drone detection

Claims

1. Air position information and traffic management system for unmanned and manned aircraft, in which the position data of aircraft that are detectable by ATM sensors (2) are detected, tracked, and represented in an air position image (5) by means of ATM sensors (2) of the air position information and traffic management system (1), • wherein the ATM sensors (2) are connected to a data network (3) provided by an air traffic control system and upload the position data (20) of the recognized aircraft into the data network (3) and • wherein provided in the data network (3) is a tracking device (4) that is configured to track the recognized position data (20) and to prepare it as an air position image (5), so that the air position image (5) may be represented on a display device (6, 18, 19) that is connectable to the data network (3), • wherein aircraft that are not detectable by means of ATM sensors (2) are equipped with a portable position sensor device (10, 11, 12) of the air position information and traffic management system (1), the portable position sensor device (10, 11, 12) being configured to detect current position data (20), • wherein the tracking device (4) is configured to track the position data of the portable position sensor devices (10, 11, 12) and to prepare it as an air position image (5), so that the air position image (5) may be represented on a display device (5) that is connectable to the data network (3), wherein • the ATM sensors (2) are stationary sensors that are not carried on board the aircraft, and that recognize and locate aircraft in the airspace, • the position sensor device (10, 11, 12) has a radio communication device that is configured to communicate with a ground station (14) that is connected to the data network (3) and to upload the position data (20) into the data network (3), said radio communication device being a mobile radio communication device that is configured to communicate, via a radio network (13) that is designed as a mobile radio communications network, with the ground station (14) that is connected to the data network (3) and to upload the position data (2) of the position sensor devices (10, 11, 12) into the data network (3), wherein the tracking device (4) is configured to combine the position data (20) of the ATM sensors (2) and the position data (20) of the portable position sensor devices (10, 11, 12), and to create a shared air position image (5) for aircraft that are detectable by ATM sensors (2) and aircraft that are not detectable by ATM sensors (2), wherein in said air position image (5) the position data of the ATM sensors (2) and of the position sensor devices (10, 11, 12) are depicted as plots representing the time sequence of the position data (20), in order to extract therefrom the flight trajectory of the aircraft, characterized in that said tracking device (4) comprises an enhanced Interacting Multiple Model Kalman Filter that uses different motion models, turning flight, straight flight, standstill, and higher-dynamics motion data for modeling the movements of unmanned flying objects and said tracking device (4) is configured to take into account the greater agility of drones and unmanned flying objects in general in a statistical risk assessment and assigns safety clearances that are determined from expectation windows (22, 23), and that the tracking device (4) is configured to use ellipsoids with a longitudinal distortion along the movement direction for the expectation windows (23) of the aircraft as inert manned flying objects (14), and to use circular ellipsoids for the expectation windows (22) of the drones as agile unmanned flying objects (15).

2. Air position information and traffic management system according to claim 1, characterized by that an air position image (5) may be represented on a display device (6, 18, 19), the display device accessing the data network (3).

3. Air position information and traffic management system according to claim 2, characterized by that the display device (6, 18, 19) is integrated into the data network (3), or is connected to the data network (3) by accessing a presentation server (17), integrated into the data network (3) as a presentation client.

4. Air position information and traffic management system according to any of the preceding claims, characterized by that one or more of the following pieces of information may be represented in the air position image (5): • positions with position information concerning operations of manned and / or unmanned aircraft; • dynamically updated flight tracks provided with labels (28), wherein dots and / or dashed lines (27) in the flight tracks represent the past flight path, an arrowhead symbol (28) represents the current flight position, and a solid line as a future vector (26) represents the current direction and speed; • spatial-temporal conflicts with static, dynamic, and temporary georegions that are determined based on the created air position image; • spatial-temporal conflicts between unmanned aircraft as well as between manned and unmanned aircraft that are determined based on the created air position image; • a freely selectable background map; • control positions with position information concerning operations of unmanned flying objects.

5. Air position information and traffic management system according to any of the preceding claims, characterized by that the position data (20) uploaded into the data network (3) includes further surveillance data concerning the type and / or status of the aircraft.

6. Air position information and traffic management system according to any of the preceding claims, characterized by that the aircraft which are not detectable by means of ATM sensors (2) are unmanned aircraft in which no pilot is on board, or manned aircraft in lower airspaces which are controlled by a pilot but are not detectable by ATM sensors (2) systematically.

7. Air position information and traffic management system according to any of the preceding claims, characterized by that at least part of the aircraft that are not detectable by means of ATM sensors (2) comprise, as a position sensor device (10), an autonomously operating device with its own power supply, which together with the aircraft forms a structural unit but is not in communication connection with the aircraft.

8. Air position information and traffic management system according to any of the preceding claims, characterized by that at least part of the aircraft that are not detectable by means of ATM sensors (2) comprise, as a position sensor device (12), an autonomously operating device with its own power supply, and which, as an application integrated into a mobile terminal together with a processor and communication unit, may be executed on the mobile terminal.

9. Air position information and traffic management system according to any of the preceding claims, characterized by that at least part of the aircraft that are not detectable by means of ATM sensors (2) comprise, as a position sensor device (11), a device that is electrically and / or electronically connectable to the onboard electrical system of the aircraft, and that is connectable to the control electronics system and / or power supply thereof.

10. Air position information and traffic management system according to any of the preceding claims, characterized by that the radio communication device is a mobile or satellite radio communication device.

11. Air position information and traffic management system according to any of the preceding claims, characterized by that the radio communication device allows bidirectional communication, with forward communication from the position measuring device (10, 11, 12) into the data network (3), and reverse communication from the data network (3) to the position sensor device (10, 11, 12).

12. Air position information and traffic management system according to claim 11, characterized by that in a reverse communication from the data network (3) to the position sensor devices (10, 11, 12), an intervention in the flight control is also provided.

13. Air position information and traffic management system according to any of the preceding claims, characterized by that the position sensor device (10, 11, 12) determines the position data (20) via a global navigation satellite system.

14. Air position information and traffic management system according to any of the preceding claims, characterized by that the position sensor device (10, 11, 12) determines the position data (20) from data of sensors that are connected to the onboard electrical system of the aircraft.