Flight control system
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- FREQUENTIS
- Filing Date
- 2024-10-18
- Publication Date
- 2026-05-20
AI Technical Summary
Existing flight control systems struggle to efficiently manage shared airspace for both autonomous aircraft and human-piloted aircraft, due to differences in communication systems and control mechanisms.
A flight control system that employs a proxy system to facilitate communication between human-piloted aircraft and the flight control system, using radio channels and converting releases into audio messages, while also managing confirmations and negative messages to avoid burdening the guiding unit.
Enables efficient and safe shared use of airspace by allowing the flight control system to perceive human-piloted aircraft as autonomous, improving communication and reducing the risk of collisions.
Smart Images
Figure AT2024060412_24042025_PF_FP_ABST
Abstract
Description
[0001]Flight control system The invention relates to a method and a flight control system for controlling a plurality of autonomous aircraft according to the preamble of the independent patent claims. Various systems for the joint control of autonomous aircraft are known from the prior art. These aircraft, e.g., drones, are in particular not controlled by pilots and respond to control commands transmitted to them by a flight control system. In parallel, conventional flight control systems are also known that regulate air traffic with aircraft controlled by pilots. Since both systems use different physical communication systems and different control mechanisms, it is problematic when both autonomous aircraft and aircraft controlled by human pilots are present in the same airspace. The object of the invention isTo overcome this problem and to provide a method and a flight control system that allows the joint use of the same airspace by both autonomous aircraft and aircraft controlled by human pilots. The invention solves this problem with a flight control system of the type mentioned above with the characterizing features of patent claim 1. A generally particularly efficient communication provides that the proxy system is designed to immediately confirm the clearances received at the communication interface and, in particular, to transmit a corresponding confirmation to the control unit via the communication interface. In order to avoid sending a negative message and thus burdening the control unit, it can be provided that the proxy system is designed to, in the eventthat after the transmission of a clearance for the additional aircraft via the communication channel or another communication channel, no confirmation from the additional aircraft is received by the proxy system within a reminder period, to transmit a reminder of the granted clearance to the additional aircraft via the communication channel or another communication channel, wherein the response time is preferably shorter than half the specified time period, in particular corresponding to an integer part of the specified time period. In order to avoid a negative message and a load on the control unit, it can be provided that the proxy system is designed to, in the event that after the transmission of a clearance for the additional aircraft via the communication channel or another communication channel, no confirmation from the additional aircraft is received by the proxy system within the specified time period,In addition to the negative message, a revocation message of the release message is also transmitted to the other aircraft via the communication channel or another communication channel. For the use of voice radio with existing aircraft controlled by human pilots, it can be provided that the communication channel (42x, 42y, 42z) or another communication channel (42'x, 42'y, 42'z) via which the proxy system (4x, 4y, 4z) and the other aircraft are in data communication is a voice radio channel, with the automated flight control system having voice radio transmitting and receiving antennas. - that the proxy system is designed to detect the voice information received via the communication channel or another communication channel and to convert it into corresponding messages, in particular confirmations, using voice recognition, and to forward it via the communication interface.and - that the proxy system is designed to convert the clearances received via the communication interface into audio messages and transmit them to the other aircraft via the communication channel or another communication channel consisting of radio messages. To improve the situational awareness for a human pilot in the environment of an automated flight control system, it can be provided that the control unit is designed to transmit all or individual messages originating from the control unit and possibly received by the control unit, in particular clearances concerning aircraft located in the airspace monitored by the control unit and other aircraft, to the proxy system for information purposes, and - that the proxy system is designed to generate, based on the message received, an information signal that is understandable and / or executable for the other aircraft, in particular its pilot.preferably an automatically generated radio message or a text message, and to transmit the information signal via the communication channel or another communication channel to another aircraft assigned to it. To enable human communication in the environment of an automated flight control system, it can be provided that the control unit is designed to detect when more than one other aircraft is in data communication with it via a proxy system, and in this case a) to instruct the proxy systems to forward the incoming data or signals transmitted via the respective communication channels to the control unit, and b) to forward the incoming data or signals thus forwarded to the other proxy systems, preferably only to those proxy systems that are not in communication connection with the communication channel or another communication channel.via which the incoming data or signals were transmitted, and - wherein the proxy systems are designed to a) forward the data or signals transmitted via the respective communication channels to the control unit upon instruction of the control unit, and b) forward the data or signals transmitted by the control unit to them via their respective communication channels or their further communication channels to the other aircraft in data communication with them for information purposes. The invention solves this problem with a method of the type mentioned at the outset with the characterizing features of patent claim 8. A generally particularly efficient communication provides that the proxy system immediately confirms the releases received at its communication interface,and in particular transmit a corresponding confirmation to the control unit via the communication interface. In order to avoid sending a negative message and thus burdening the control unit, it can be provided that the proxy system, in the event that after the transmission of a clearance for the other aircraft via the communication channel or another communication channel, no confirmation from the other aircraft is received by the proxy system within a reminder period, transmits a reminder of the granted clearance to the other aircraft via the communication channel or another communication channel, wherein the response time is preferably shorter than half the specified time period, in particular corresponds to an integer part of the specified time period. In order to avoid a negative message and burdening the control unit, it can be provided that the proxy system, in the event thatthat after a clearance for the other aircraft has been transmitted via the communication channel or another communication channel, no confirmation from the other aircraft is received by the proxy system within the specified time period; in addition to the negative message, a revocation message of the clearance message is also transmitted to the other aircraft via the communication channel or another communication channel. For the use of voice radio with existing aircraft controlled by human pilots, it can be provided that voice radio messages are exchanged between the proxy system and the aircraft via the communication channel; - that the proxy system detects the voice information received via the communication channel or another communication channel and converts it into corresponding messages, in particular confirmations, using voice recognition, and forwards it via the communication interface;and - that the proxy system converts the clearances received via the communication interface into audio messages and transmits them to the other aircraft via the communication channel or another communication channel consisting of radio messages. To improve the situational awareness for a human pilot in the environment of an automated flight control system, it can be provided that the control unit transmits all or individual messages originating from the control unit and possibly received by the control unit, in particular clearances concerning aircraft located in the airspace monitored by the control unit and other aircraft, to the proxy system for information purposes, and - that the proxy system, based on the message received, generates an information signal that is understandable and / or executable for the other aircraft, in particular its pilot,preferably an automatically generated voice radio message or a text message, and transmits the information signal via the communication channel or another communication channel to another aircraft assigned to it. To enable human communication in the environment of an automated flight control system, it can be provided that the control unit detects when more than one other aircraft is in data communication with it via a proxy system, and in this case a) the proxy systems forward the data or signals received via the respective communication channels or the other communication channels to the control unit, b) the control unit forwards the forwarded data or signals thus received to the other proxy systems, whereby the control unit preferably forwards the data or signals received by it only to such proxy systems,which are not in communication connection with the communication channel or another communication channel via which the incoming data or signals were transmitted, c) the proxy systems which forward the data or signals forwarded by the control unit via the respective communication channels or another communication channel to the other aircraft for information purposes. Individual embodiments of the invention as well as variants and further developments thereof are illustrated in more detail with reference to the following drawing figures. Fig. 1 schematically shows a flight control system according to a first embodiment of the invention. Figs. 2a to 2d show the data exchange between a control unit, a proxy system, and an aircraft in different cases. Fig. 3 schematically shows a flight control system according to a further embodiment of the invention.in which several aircraft controlled by human pilots are controlled by the control unit 3. In a first embodiment of the invention (Fig. 1), a flight control system 10 is available for monitoring airspace. This system comprises a control unit 3, whose task is to monitor and control air traffic, primarily autonomous aircraft 1a, 1b, 1c. The control unit 3 can automatically generate clearances for the purpose of controlling the aircraft in the airspace. These clearances then allow the individual aircraft to carry out specific flight movements or actions. For this purpose, the control unit 3 has one or more communication devices 11, via which the control unit 3 is in data communication with the autonomous aircraft 1a, 1b, 1c. These can be digital radio systems, for example. For each of the autonomous aircraft 1a, 1b, 1c, the control unit 3 provides a communication interface 3a, 3b,3c, via which the control unit 3 can communicate with the respective autonomous aircraft 1a, 1b, 1c. This communication interface 3a, 3b, 3c is typically a software interface that can be addressed by the control unit 3 to communicate with the autonomous aircraft 1a, 1b, 1c. To actually carry out the data communication, the data sent to the communication interfaces 3a, 3b, 3c are transmitted to communication devices 11a, 11b, 11c, for example radio devices, and emitted by them in the form of radio signals. These radio signals are then received by the autonomous aircraft 1a, 1b, 1c and further processed. The autonomous aircraft 1a, 1b, 1c are programmed to follow the instructions of the control unit 3. The communication with the autonomous aircraft 1a, 1b, 1c is bidirectional, ie the autonomous aircraft 1a, 1b, 1c can also transmit radio signals,which are received by the communication devices 11. The communication device 11 assigns the radio signals to the respective autonomous aircraft 1a, 1b, 1c and makes the transmitted data available at the respective communication interface 3a, 3b, 3c for the flight control system 10. The control unit 3 is fundamentally designed to control and monitor only autonomous aircraft 1a, 1b, 1c. For this purpose, automatically generated clearances Fa, Fb, ... are transmitted to the autonomous aircraft 1a, 1b, ... for carrying out specific actions. These clearances can, for example, be clearance to select a specific flight altitude, speed, or flight route, a takeoff or landing clearance, or clearance to use specific taxiways at an airport. To confirm receipt and to confirm compliance with these clearances Fa, Fb, ..., the autonomous aircraft 1a, 1b,1c sends confirmation messages Ba, Bb, ... back to the flight control system 10, which receives these confirmations and makes them available to the control unit 3 via the relevant communication interface 3a, 3b, 3c. The control unit 3 is also responsible for monitoring compliance with the promised and confirmed clearances. Different technologies can be used for this purpose. Typically, the control unit 3 is connected to a system for detecting the positions and flight directions of the individual autonomous aircraft 1a, 1b, 1c. The detection of the positions and flight directions of the autonomous aircraft 1a, 1b, 1c can be achieved in different ways, for example by means of a passive radar system that monitors the transponder signals emitted by the autonomous aircraft 1a, 1b, 1c and calculates the flight routes therefrom. Alternatively, active radar technologies can also be used to detect the positions of autonomous aircraft 1a, 1b,1c that are not transmitting transponder signals. By checking the positions and flight directions of the autonomous aircraft 1a, 1b, 1c, the control unit 3 can continuously monitor compliance with the clearances granted to the individual autonomous aircraft 1a, 1b, 1c. If an autonomous aircraft 1a, 1b, 1c does not comply with the specified clearances, the control unit 3 detects this fact based on the position determination. In addition, the autonomous aircraft 1a, 1b, 1c itself can also issue a negative message Nb if, in an individual case, it is not able to act in accordance with the issued clearance. In this case, the control unit 3 can either transmit a different clearance to the aircraft in question or transmit corresponding clearances to the other aircraft in order to ensure the overall safety of air traffic. Since the flight control system 10 was fundamentally designed to work with autonomous,In order to communicate with aircraft 1a, 1b, 1c that are not piloted by humans, and to coordinate their movements in the airspace, the control unit 3 has uniform digital communication interfaces 3a, 3b, 3c for exchanging data with the aircraft 1a, 1b, 1c. So that the flight control system 10 can also control other aircraft 2y with human pilots that do not have such a digital interface, a proxy system 4y is connected to the communication interface 3y of the flight control system 10. This proxy system 4y has the function of coupling the aircraft 2y piloted by a human pilot to the flight control system 10 in such a way that the control unit 3 perceives the other aircraft 2y piloted by a pilot as an autonomous aircraft 1a, 1b, 1c. Conversely, the proxy system 4y ensures that the control unit 3 appears to the pilot of the aircraft 2y like a conventional control unit,e.g., a radiotelephone flight control system with a radiotelephone antenna 11y. The proxy system 4y thus has a translator function, translating between the control unit 3, which is geared towards autonomous aircraft 1a, 1b, 1c, and conventional human-controlled aircraft 2y. To enable this translator function between the control unit 3 and the human-controlled aircraft 2y, the flight control system 10 is equipped with a number of proxy systems 4x, 4y, 4z. The proxy systems 4x, 4y, 4z are typically constructed identically to one another if they are intended to enable the coupling of similar human-controlled aircraft 2y. Each of the proxy systems 4x, 4y, 4z is adapted to the control unit 3 and is in data communication with the control unit 3 via one of the communication interfaces 3x, 3y, 3z. In principle, the same data can be exchanged via these communication interfaces 3x, 3y, 3z,which are also exchanged between the control unit 3 and the autonomous aircraft 1a, 1b, 1c. In particular, approvals, information, and confirmations can be transmitted via these communication interfaces 3x, 3y, 3z. Furthermore, the proxy systems 4x, 4y, 4z each have an additional interface. Since communication with the additional aircraft 2y takes place via radio communication in the specific embodiment of the invention, the additional interface used to connect the additional aircraft 2y is a radio communication interface. In this case, the flight control system 10 has radio communication transmitting and receiving antennas. This additional interface couples the proxy system 4y to a communication channel 42y in the form of a radio communication channel, via which radio communication can be transmitted to the additional aircraft 2y and received by the additional aircraft 2y. As an alternative to radio communication, other data transmission methods, including digital ones, can also be used.to enable data exchange with the other aircraft 2y, for example, a CPDLC channel for transmitting text messages. The data transmitted from the aircraft 2y via the communication channel 42y is presented in a form understandable to the pilot of this aircraft. Messages that the pilots send for communication purposes using the aircraft 2y can be received and decoded by the proxy systems 4x, 4y, 4z via the communication channel 42y. The proxy systems 4x, 4y, 4z are capable of further processing these signals. In the present exemplary embodiment of the radio communication system, the proxy system 4y is designed toto convert the clearances Fy received via the communication interface 3y into audio messages and transmit them to the other aircraft 2y via the communication channel 42y as voice radio messages. In principle, multiple communication channels 42y can be assigned to a proxy system. Typically, the proxy system is then able to communicate independently with the respective aircraft 2y via these multiple communication channels 42y, for example, via a voice radio channel and a CPDLC channel for transmitting text messages. If the control unit 3 now wishes to grant another aircraft 2y a clearance Fy, for example, a clearance to fly at a certain altitude, the control unit 3 sends a corresponding clearance via the communication interface 3y (Fig. 2a). Such a message used for the clearance Fy is no different from a messagewith which the control unit 3 would issue a clearance Fa to an autonomous aircraft 1a, 1b, 1c. Since such a message cannot be directly detected or analyzed by an aircraft 2y controlled by a human pilot, the clearance in question is not transmitted directly to the aircraft 2y, but rather via the communication interface 3y to the proxy system 4y assigned to the aircraft 2y. The proxy system 4y receives the clearance Fy issued by the control unit 3 to the respective additional aircraft 2y to change the flight altitude via the communication interface 3y. This clearance Fy causes the proxy system 4y to perform two actions,which in the present case are issued immediately after receipt of the clearance and without any intentional internal delays. First, the clearance Fy is converted into a signal that is understandable and executable for the other aircraft 2y and its pilot. In the present case, this is done in the proxy system 4y by speech generation software that creates an automatically generated radiotelephone message. This radiotelephone message is then transmitted by the proxy system 4y to the other aircraft 2y via the communication channel 42y or a communication channel 42y assigned to the proxy system 4y. Second, the proxy system 4y immediately after receiving the clearance creates an acknowledgment By and sends it back to the control unit 3 via the communication interface 3y. This immediate acknowledgment takes into account the fact thatthat pilot-controlled aircraft 2y typically react more slowly to clearances than is the case with autonomous aircraft 1a, 1b, 1c, but that pilots can typically be expected to comply with the clearances. Therefore, the proxy system 4y provisionally confirms the clearance. This procedure is fundamentally efficient and avoids a resource load on the control unit 3. However, within the scope of the invention, it is also entirely possible to either wait for the actual response from the aircraft 2y or the pilot or at least wait some time before transmitting a message back to the control unit 3. To avoid long-term misinformation to the control unit 3, the proxy system 4y monitors the response from the aircraft 2y or the pilot. The radio information received via the communication channel 42y is analyzed by the proxy system 4y using speech recognition, checkingwhether a message is received via communication channel 42y, with which the aircraft 2y or the pilot confirms compliance with the clearance. The voice information received by the proxy system 4y via communication channel 42y is converted into corresponding messages, in particular confirmations By, using speech recognition and forwarded to the control unit via communication interface 3y. In principle, an alternative communication channel and / or an alternative communication technology 42'y can also be used to transmit data back from the aircraft 2y to the control unit, for example, voice radio over a different frequency. In this case, the proxy system 4y is also connected to this additional communication channel 42'y.to further process messages from the aircraft 2y or the pilot. The data communication process between the control unit 3 and another aircraft 2y controlled by a human pilot is illustrated in more detail in Fig. 2a. If, within a specified time period dt, e.g., 20 seconds, after the release Fy has been sent, an acknowledgment By from the other aircraft 2y confirming the release Fy can be detected, monitoring is terminated, and the proxy system 4y can thus assume that the pilot has received the clearance and is acting accordingly. If, however, no or a different acknowledgment By from the other aircraft 2y confirming the release Fy can be detected within the previously mentioned time period dt, the proxy system 4y sends a negative message Ny to the control unit 3 (Fig. 2b). This negative message Ny is transmitted back to the control unit 3 via the communication interface 3y.so that the control unit 3 can take further steps. In this case, the control unit 3 can either repeat the clearance or withdraw the clearance and transmit other instructions or clearances to the aircraft 2y, which are then forwarded by the proxy system 4y, as described above. If no communication with the aircraft 2y is established, the control unit 3 can also take other measures, for example, divert other aircraft 1a, 1b, 1c, and possibly also other aircraft 2x, 2z, to avoid collisions with the aircraft 2y. It is also possible for the proxy system 4y to immediately transmit a revocation message Wy of the clearance message Fy to the other aircraft 2y via the communication channel 42y after the end of the time period dt' to confirm the clearance.to allow the control unit 3 the possibility of alternative clearances and to avoid clearances following one another in quick succession. It is also possible for the proxy system 4y, if an acknowledgment is not received within a reminder period dt' of, for example, 5 seconds, to repeat the last radiotelephone message by transmitting a reminder Fy1, Fy2, Fy3 to remind the pilot of the aircraft 2y of the required acknowledgment (Fig. 2c). Such a reminder Fy1, Fy2, Fy3 can, in principle, be sent over the same channel as the clearance. Alternatively, it is also possible to use other available channels to contact the aircraft. For example, previously used radio frequencies or other protocols, e.g., CPDLC or radiotelephone, can also be used.to remind the aircraft pilot to confirm the clearance. Accordingly, in a preferred embodiment of the invention, the communication channel 42y can be changed if no confirmation is received on the originally used communication channel 42y. If the aircraft 2y is equipped with radiotelephony and CPDLC, a text messaging system, the proxy system 4y can then preferably use CPDLC. However, if no message can be received this way, the proxy system 42y could independently change the communication channel 42y or the communication protocol used and use radiotelephony if no confirmation can be obtained this way. The proxy system 4y can send a reminder via radiotelephony. The proxy system 4y then also checks the available radiotelephony channel for the receipt of a confirmation message from the aircraft 2y. The reminder period dt',i.e., the period between the issuance of the clearance and the issuance of the reminder, in this case is a quarter of the confirmation time period dt granted by the control unit 3. Therefore, if the pilot does not respond to the clearance or the reminders, he receives a total of three reminders Fy1, Fy2, Fy3, 5, 10, and 15 seconds after receiving the clearance. If the pilot responds to the clearance Fy after 12 seconds, the third reminder is omitted, and the proxy system 4y terminates monitoring of the clearance confirmation (Fig. 2d). The reminder time period dt' is typically set to an integer fraction of the confirmation time period dt, for example, half or, as in the present case, a quarter of the time period dt. If the pilot of the aircraft 2y does not confirm the clearance and actively refuses by sending a radio message,the proxy system 4y also transmits a negative message Ny to the control unit 3. A second, preferred embodiment of the invention, which is described in more detail in Fig. 3, takes into account the fact that the use of digital radio technology results in the pilot of the aircraft 2y receiving only messages concerning the aircraft 2y, while not receiving information concerning other aircraft that the pilot could overhear in a purely radio-based air surveillance system. In order to improve the situational awareness for the pilot in such a situation, it is possible to make all digital messages transmitted by the control unit 3 understandable to the pilot and to transmit them to him via radio. For this purpose, the control unit 3 can also transmit all or individual messages originating from it and, if applicable, also received by it to the proxy systems 4x,4z. The signaling makes it clear that this is information that does not concern the aircraft 2y connected to the respective proxy system 4y. The messages are therefore transmitted to the other aircraft 2y solely for information purposes. The proxy system 4y converts the digitally coded messages into information signals, in this case a radiotelephone system, into audio signals that make the information contained in the message understandable to the pilot. Furthermore, it can be made clear in various ways, e.g. by selecting different synthetic voices or other acoustic signals, that it is not the aircraft 2y that is affected, but another aircraft in the relevant airspace. If, as shown in Fig. 3, several other aircraft 2x, 2y, 2z controlled by human pilots are present, each of these additional aircraft 2x, 2y,2z is connected to the control unit 3 via a proxy system 4x, 4y, 4z that is in data communication with it. The proxy systems 4x, 4y, 4z are each in data communication with the aircraft 2x, 2y, 2z via a communication channel 42x, 42y, 42z and can exchange radio messages. To improve communication between the pilots of the other aircraft 2x, 2y, 2z, the proxy systems 4x, 4y, 4z can be instructed to forward the data transmitted via the respective communication channels 42x, 42y, 42z to the control unit 3. This is particularly advantageous if the pilots cannot communicate directly with each other via radio, since the proxy systems 4x, 4y, 4z use different communication channels 42x, 42y, 42z. In this case, the control unit 3 ensures the distribution of the radio data among the pilots of the other aircraft 2x, 2y,2z and forwards the received radiotelephony data to the other proxy systems 4x, 4y, 4z. The proxy systems 4x, 4y, 4z then forward the data transmitted to them by the control unit 3 via their respective communication channels 42x, 42y, 42z to the other aircraft 2x, 2y, 2z connected to them for information purposes. To avoid duplicate or parallel transmissions, forwarding can be omitted if the other aircraft 2x generating the radiotelephony message and the other aircraft 2y to which the radiotelephony message is to be forwarded are connected to the control unit 3 via the same communication channel 42x, 42y.
Claims
1. Flight control system (10) for controlling a plurality of autonomous aircraft (1a, 1b, ...), comprising a control unit (3) which is designed to control and monitor the autonomous aircraft, wherein the control unit (3) has a number of similar communication interfaces (3a, 3b, ...), and the automated flight control system (10) is designed to establish a data connection between the control unit (3) and the autonomous aircraft (1a, 1b, ...) via the communication interfaces (3a, 3b, ...), wherein the control unit (3) is designed for the purpose of controlling air traffic in the airspace to - generate clearances automatically, - transmit each automatically generated clearance (Fa, Fb, ...) to the autonomous aircraft (1a, 1b, ...) for carrying out certain actions, - monitor compliance with these clearances (Fa, Fb, ...) and their confirmation (Ba, Bb, ...) by the aircraft (1a, 1b, …) to monitor,and - to be taken into account in the control and monitoring of air traffic if one of the aircraft (1a, 1b, ...) does not confirm, does not follow, or incorrectly confirms a given clearance (Fa, Fb, ...), or subsequently expressly refuses it by means of a negative message (Nb), characterized in that the flight control system (10) has a number of proxy systems (4x, 4y, 4z), wherein each proxy system (4x, 4y, 4z) - is in data communication with the control unit (3) via one of the communication interfaces (3x, 3y, 3z), and - is designed to establish and operate at least one communication channel (42x, 42y, 42z) via a further interface with a further, in particular manually controlled, aircraft (2x, 2y, 2z), - that the proxy systems (4x, 4y, 4z) are designed to - send a signal from the control unit (3) to the respective further aircraft (2x, 2y, 2z) granted release (Fx, Fy, Fz) to perform an action via the communication interface (3x, 3y,3z) and then, - the clearance (Fx, Fy, Fz) in a signal that is understandable and / or executable for the other aircraft (2x, 2y, 2z), in particular its pilot, preferably an automatically generated radio message or a, Text message, and to transmit it to the further aircraft (2x, 2y, 2z) via the respective further interface and one or more communication channels (42x, 42y, 42z) assigned to the proxy system (4x, 4y, 4z), and - that the proxy system (4x, 4y, 4z) is designed to receive confirmations (Bx, By, Bz) received from the further aircraft (2x, 2y, 2z) via the same communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) and to monitor whether a confirmation (Bx, By, Bz) confirming the release (Fx, Fy, Fz) from the further aircraft (2x, 2y, 2z) has been received within a predetermined time period (dt) after the release (Fx, Fy, Fz) has been sent to the Proxy system (4x, 4y, 4z) has been received, and if this is not the case, a negative message (Ny) is to be transmitted to the control unit (3). 2.Automated flight control system according to claim 1, characterized in that the proxy system (4x, 4y, 4z) is designed to immediately confirm the clearances (Fx, Fy, Fz) received at the communication interface (3x, 3y, 3z), and in particular to transmit a corresponding confirmation (Bx, By, Bz) to the control unit (3) via the communication interface (3x, 3y, 3z).Automated flight guidance system according to one of the preceding claims, characterized in that the proxy system (4x, 4y, 4z) is designed to send a reminder of the granted clearance (Fx, Fy, Fz) to the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) if, after the transmission of a clearance (Fx, Fy, Fz) for the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z), no confirmation (Bx, By, Bz) from the further aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z) within a reminder period (dt'). 42'y, 42'z), whereby the response time (dt') is preferably shorter than half of the specified time period (dt), in particular corresponding to an integer part of the specified time period (dt). 4.Automated flight control system according to one of the preceding claims, characterized in that the proxy system (4x, 4y, 4z) is designed to, in the event that after the transmission of a release (Fx, Fy, Fz) for the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further. If no confirmation (Bx, By, Bz) from the further aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z) within the specified time period (dt') via the communication channel (42'x, 42'y, 42'z), in addition to the negative message (Nb), a revocation message (Wb) of the release message (Fb) is also to be transmitted to the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or another communication channel (42'x, 42'y, 42'z).
5. Automated flight guidance system according to one of the preceding claims, characterized in that - the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) via which the proxy system (4x, 4y, 4z) and the further aircraft (2x, 2y, 2z) are in data communication is a voice radio channel, wherein the automated flight guidance system (10) has voice radio transmitting and receiving antennas, - that the proxy system (4x, 4y, 4z) is designed to transmit the data received by it via the communication channel (42x,42y, 42z) or a further communication channel (42'x, 42'y, 42'z) and to convert it into corresponding messages, in particular confirmations (Bx, By, Bz), by means of speech recognition, and to forward it via the communication interface (3x, 3y, 3z), and - that the proxy system (4x, 4y, 4z) is designed to convert the clearances (Fx, Fy, Fz) received by it via the communication interface (3x, 3y, 3z) into audio messages and to transmit them from radio messages to the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z).
6. Automated flight control system according to one of the preceding claims, characterized in that - the control unit (3) is designed to process all or individual messages originating from the control unit (3) and possibly arriving at the control unit (3), in particular releases (Fa, Fb, ...),which concern aircraft (1a, 1b, 1c) and other aircraft (2x, 2y, 2z) located in the airspace monitored by the control unit (3), to the proxy system (4x, 4y, 4z) for information purposes, and - that the proxy system (4x, 4y, 4z) is designed to, on the basis of the message received by it, generate a signal for the other aircraft (2x, 2y, 2z), in particular its, Pilots, to create an understandable and / or executable information signal, preferably an automatically generated radio message or a text message, and to transmit the information signal via the communication channel (42x, 42y, 42z) or another communication channel (42'x, 42'y, 42'z) to another aircraft (2x, 2y, 2z) assigned to it.
7. Automated flight control system according to one of the preceding claims, characterized in that the control unit (3) is designed to detect when more than one further aircraft (2x, 2y, 2z) is in data communication with it via a proxy system (4x, 4y, 4z), and in this case a) to instruct the proxy systems (4x, 4y, 4z) to forward the incoming data or signals transmitted via the respective communication channels (42x, 42y, 42z) to the control unit (3), and b) to forward the thus incoming forwarded data or signals to the remaining proxy systems (4x, 4y, 4z),preferably only to those proxy systems (4x, 4y, 4z) that are not in communication connection with the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) via which the incoming data or signals were transmitted, and - wherein the proxy systems (4x, 4y, 4z) are designed to a) forward the data or signals transmitted via the respective communication channels (42x, 42y, 42z) to the control unit (3) upon instruction of the control unit (3), and b) forward the data or signals transmitted to them by the control unit (3) via their respective communication channels (42x, 42y, 42z) or their further communication channels (42'x, 42'y, 42'z) to the other aircraft (2x, 2y, 2z) that are in data connection with them for information purposes 8. Method for controlling a plurality of autonomous aircraft (1a, 1b, ...) by means of an automated flight control system (10) with a control unit (3),which is designed to control and monitor the autonomous aircraft (1a, 1b, ...), wherein the control unit (3) has a number of similar communication interfaces (3a, 3b, ...), and the automated flight control system (10) establishes a data connection between the control unit (3) and the autonomous aircraft (1a, 1b, ...) via the communication interfaces (3a, 3b, ...), wherein the control unit (3) for the purpose of controlling air traffic in the airspace, - transmits automatically generated clearances (Fa, Fb, ...) to the autonomous aircraft (1a, 1b, ...) for carrying out specific actions, - monitors compliance with these clearances (Fa, Fb, ...) and their confirmation (Ba, Bb, ...) by the aircraft (1a, 1b, ...), and - detects, during the control and monitoring of air traffic, if one of the aircraft (1a, 1b, ...) does not confirm, implements, or incorrectly confirms a given clearance (Fa, Fb, ...), or subsequently expressly refuses it by means of a negative message (Nb), characterized in that the flight control system (10) provides a number of proxy systems (4x, 4y, 4z), wherein each proxy system (4x, 4y, 4z) - is brought into data connection with the control unit (3) via one of the communication interfaces (3x, 3y, 3z), and - via a further interface, in particular a voice radio connection, a communication channel (42x, 42y, 42z) or another communication channel (42'x, 42'y, 42'z) with another,in particular manually controlled, aircraft (2x, 2y, 2z), - that the proxy systems (4x, 4y, 4z), - receive a release (Fx, Fy, Fz) issued by the control unit (3) to the respective further aircraft (2x, 2y, 2z) to carry out an action via the communication interface (3x, 3y, 3z) and then, - convert the release (Fx, Fy, Fz) into a signal that is understandable and / or executable for the further aircraft (2x, 2y, 2z), in particular its pilot, preferably an automatically generated voice radio message or a text message, and transmit it to the further aircraft (2x, 2y, 2z) via one or more communication channels (42x, 42y, 42z) assigned to the proxy system (4x, 4y, 4z) or further communication channels (42'x, 42'y, 42'z) aircraft (2x, 2y, 2z), and - that the proxy systems (4x, 4y, 4z) transmit confirmations (Bx, By, Bz) received from the further aircraft (2x, 2y, 2z) via the same communication channel (42x, 42y,42z) or another communication channel (42'x, 42'y, 42'z), receive and monitor whether an acknowledgment (Bx, By, Bz) from the other aircraft (2x, 2y, 2z) confirming the release (Fx, Fy, Fz) has been received by the proxy system (4x, 4y, 4z) within a specified time period (dt) after the release (Fx, Fy, Fz) has been sent, and if this is not the case, transmit a negative message (Ny) to the control unit (3).
9. The method according to claim 8, characterized in that the proxy system (4x, 4y, 4z) immediately confirms the releases (Fx, Fy, Fz) received at the communication interface (3x, 3y, 3z), and in particular transmits a corresponding confirmation (Bx, By, Bz) to the control unit (3) via the communication interface (3x, 3y, 3z).Method according to claim 8 or 9, characterized in that the proxy system (4x, 4y, 4z), in the event that after the transmission of a clearance (Fx, Fy, Fz) for the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) no confirmation (Bx, By, Bz) from the further aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z) within a reminder period (dt'), sends a reminder of the granted clearance (Fx, Fy, Fz) to the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z), wherein the response time (dt') is preferably shorter than half of the specified time period (dt), in particular corresponding to an integer part of the specified time period (dt). 11.Method according to one of claims 8 to 10, characterized in that the proxy system (4x, 4y, 4z) in the event that after the transmission of a release (Fx, Fy, Fz) for the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) within the predetermined time period (dt') no confirmation (Bx, By, Bz) from the further aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z), in addition to the negative message (Nb), also a revocation message (Wb) of the release message (Fb) to the further aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) transmitted. 12.Method according to one of claims 8 to 11, characterized in that - radio messages are exchanged between the proxy system (4x, 4y, 4z) and the aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z), - the proxy system (4x, 4y, 4z) detects the voice information received by it via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) and converts it into corresponding messages by means of speech recognition. in particular confirmations (Bx, By, Bz), and forwards them via the communication interface (3x, 3y, 3z), and - that the proxy system (4x, 4y, 4z) converts the clearances (Fx, Fy, Fz) received via the communication interface (3x, 3y, 3z) into audio messages and transmits them to the other aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) in the form of radio messages.
13. Method according to one of claims 8 to 12, characterized in that - the control unit (3) transmits all or individual messages originating from the control unit (3) and possibly arriving at the control unit (3), in particular clearances (Fa, Fb, ...), which concern aircraft (1a, 1b, 1c) and other aircraft (2x, 2y, 2z) located in the airspace monitored by the control unit (3), to the proxy system (4x, 4y, 4z) for information purposes, and - that the proxy system (4x, 4y,4z) on the basis of the message received by it, creates an information signal that is understandable and / or executable for the further aircraft (2x, 2y, 2z), in particular its pilot, preferably an automatically generated voice radio message or a text message, and transmits the information signal via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) to the further aircraft (2x, 2y, 2z) assigned to it.
14. Method according to one of claims 8 to 13, characterized in that the control unit (3) detects when more than one further aircraft (2x, 2y, 2z) is in data communication with it via a proxy system (4x, 4y, 4z), and in this case a) the proxy systems (4x, 4y, 4z) forward the data or signals arriving via the respective communication channels (42x, 42y, 42z) or the further communication channels (42'x, 42'y, 42'z) to the control unit (3),b) the control unit (3) forwards the incoming data or signals to the other proxy systems (4x, 4y, 4z), wherein the control unit (3) preferably forwards the incoming data or signals only to those proxy systems (4x, 4y, 4z) that are not in communication connection with the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) via which the incoming data or signals were transmitted, c) the proxy systems (4x, 4y, 4z) forward the data or signals thus forwarded by the control unit (3) via the respective communication channels (42x, 42y, 42z) or further, Forward communication channels (42'x, 42'y, 42'z) to the other aircraft (2x, 2y, 2z) for information purposes.