Flight control system

Description

[0001] 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 claims.

[0002] Various systems for the joint control of autonomous aircraft are known from the prior art. These aircraft, e.g., drones, are not piloted and respond to control commands transmitted to them by an air traffic control system. In parallel, conventional air traffic control systems are also known, regulating air traffic with aircraft controlled by pilots. Since both systems use different physical communication systems and different control mechanisms, it is problematic when autonomous aircraft and aircraft controlled by human pilots are present in the same airspace.

[0003] CN 115658044 A describes a unit used in air traffic control that serves as a "proxy service." However, in the context of air traffic control, the term "proxy service" does not refer to a specific functionality, but rather represents a network-related measure that allows communication between a server and a client. The specific communication functionality of the proxy service varies considerably.

[0004] Publication US 2022 / 0076582 A1 describes the joint monitoring of manned and unmanned aircraft using a single control unit. This control unit communicates with manned aircraft via communication systems and with unmanned aircraft via a UTM network. However, it does not specify a solution for the control unit to automatically generate clearances, send them to the aircraft, and monitor compliance with these clearances and related confirmations.

[0005] US patent 2023 / 0091555 A1 discloses a system that detects the failure of one or more drones within a group of multiple assets (consisting of drones) and manages their replacement. This system can include servers and client terminals that communicate with the drones via networks, in addition to the drones themselves. A disadvantage is that the system cannot simultaneously manage manned aircraft and UTMs (Unmanned Traffic Management Systems).

[0006] The invention aims to overcome this problem and to provide a method and a flight control system that allows the shared use of the same airspace by both autonomous aircraft and aircraft controlled by human pilots.

[0007] The invention solves this problem in a flight control system of the type mentioned above with the characterizing features of claim 1.

[0008] A particularly efficient form of communication typically involves the proxy system being trained to immediately confirm the permissions received at its communication interface, and in particular to transmit this confirmation to the control unit via the communication interface.

[0009] To avoid sending a negative message and thus burdening the control unit, the proxy system may be configured to send a reminder of the granted clearance to the other aircraft via the communication channel or another communication channel if, after the transmission of a clearance to 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, wherein the response period is preferably shorter than half of the specified time period, in particular corresponding to an integer part of the specified time period.

[0010] To avoid a negative message and a burden on the control unit, the proxy system may be designed to transmit a revocation message of the release message to the other aircraft via the communication channel or another communication channel in addition to the negative message if no confirmation from the other aircraft is received by the proxy system within the specified time period after a release has been transmitted to the other aircraft via the communication channel or another communication channel.

[0011] For the use of two-way radio communication with existing aircraft controlled by human pilots, it may be provided that the communication channel (42x, 42y, 42z) or another communication channel (42'x, 42'y, 42'z) over which the proxy system (4x, 4y, 4z) and the other aircraft are in data communication is a two-way radio communication channel, wherein the automated flight control system has two-way radio transmit and receive antennas. that the proxy system is designed to detect the speech information received via the communication channel or another communication channel and to convert it into appropriate messages, in particular acknowledgments, by means of speech recognition, and to forward it via the communication interface, and that the proxy system is designed to convert the releases received via the communication interface into audio messages and to transmit them to the other aircraft via the communication channel or another communication channel from radiotelephony messages.

[0012] To improve the situational awareness for a human pilot in the vicinity of an automated air traffic control system, it may be provided that the control unit is trained to transmit all or some of the messages originating from and, where applicable, 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 informational purposes, and that the proxy system is designed to create, based on the message received by it, an information signal understandable and / or executable for the other aircraft, in particular its pilot, preferably an automatically generated radiotelephony message or a text message, and to transmit the information signal via the communication channel or another communication channel to the other aircraft assigned to it.

[0013] To enable human communication in the environment of an automated air traffic control system, it may be provided that the control unit is trained to recognize 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 any further communication channel via which the incoming data or signals were transmitted, and wherein the proxy systems are designed to a) forward to the control unit, on instruction from the control unit, the data or signals transmitted via the respective communication channels, and b) forward to the control unit, via its respective communication channels or its further communication channels, the data or signals transmitted to it by the control unit to the further aircraft connected to it for information purposes.

[0014] The invention solves this problem in a method of the type mentioned at the outset with the characterizing features of claim 8.

[0015] A particularly efficient communication method typically involves the proxy system immediately confirming the permissions received at its communication interface and, in particular, transmitting this confirmation to the control unit via the communication interface.

[0016] To avoid sending a negative message and thus burdening the control unit, it may be provided that, if no confirmation from the other aircraft is received by the proxy system within a reminder period after a release has been transmitted to the other aircraft via the communication channel or another communication channel, the proxy system transmits a reminder of the release to the other aircraft via the communication channel or another communication channel, wherein the response period is preferably shorter than half of the specified time period, in particular corresponding to an integer part of the specified time period.

[0017] To avoid a negative message and a burden on the control unit, it may be provided that, in the event that no confirmation from the other aircraft is received by the proxy system within the specified time period after the transmission of a release message to the other aircraft via the communication channel or another communication channel, 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.

[0018] For the use of two-way radio communication with existing aircraft controlled by human pilots, it may be provided that two-way radio messages are exchanged via the communication channel between the proxy system and the aircraft. that the proxy system detects the speech information received via the communication channel or another communication channel and converts it into corresponding messages, in particular acknowledgments, by means of speech recognition, and forwards it via the communication interface, and that the proxy system converts the releases received via the communication interface into audio messages and transmits them from radiotelephony messages to the other aircraft via the communication channel or another communication channel.

[0019] To improve the situational awareness for a human pilot in the vicinity of an automated air traffic control system, it may be provided that the control unit transmits all or some messages originating from and, where applicable, receiving from 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 informational purposes, and that the proxy system, based on the message received by it, creates an information signal understandable and / or executable for the other aircraft, in particular its pilot, preferably an automatically generated radiotelephony message or a text message, and transmits the information signal via the communication channel or another communication channel to the other aircraft assigned to it.

[0020] To enable human communication in the environment of an automated air traffic control system, it may be provided that the control unit recognizes 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 further communication channels to the control unit, b) the control unit forwards the received data or signals to the other proxy systems, wherein the control unit preferably forwards the received data or signals only to those proxy systems that are not in communication connection with the communication channel or a further communication channel via which the received data or signals were transmitted, c) the proxy systems forward the data or signals thus forwarded by the control unit to the other aircraft for information purposes via the respective communication channels or further communication channels.

[0021] 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 an air traffic control system according to a first embodiment of the invention. Fig. 2a bis Fig. 2d show the data exchange between a control unit, a proxy system and an aircraft in different cases. Fig. 3 Figure 3 schematically shows an air traffic 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.

[0022] In a first embodiment of the invention ( Fig. 1 For monitoring an airspace, an air traffic control system 10 is available. This system includes a control unit 3, whose task is to monitor and control air traffic, especially autonomous aircraft 1a, 1b, and 1c. Control unit 3 can automatically generate clearances for the purpose of controlling aircraft in the airspace. These clearances then permit individual aircraft to carry out specific flight movements or actions.

[0023] For this purpose, the control unit 3 has one or more communication devices 11 through which the control unit 3 maintains a data connection with the autonomous aircraft 1a, 1b, 1c. These devices may, for example, be digital radio systems.

[0024] For each of the autonomous aircraft 1a, 1b, 1c, the control unit 3 provides a communication interface 3a, 3b, 3c, through 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 is transmitted to communication devices 11a, 11b, 11c, for example, radio devices, and broadcast 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.

[0025] Communication with the autonomous aircraft 1a, 1b, 1c is bidirectional, meaning that 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 relevant communication interface 3a, 3b, 3c for the flight control system 10.

[0026] Control Unit 3 is fundamentally designed to control and monitor only autonomous aircraft 1a, 1b, and 1c. For this purpose, automatically generated clearances Fa, Fb, etc., are transmitted to the autonomous aircraft 1a, 1b, etc., authorizing them to perform specific actions. These clearances might include, for example, authorization to select a specific altitude, speed, or flight route; clearance for takeoff or landing; or authorization to use specific taxiways at an airport.

[0027] To confirm receipt and compliance with these clearances Fa, Fb, ..., the autonomous aircraft 1a, 1b, 1c send 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. Various 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 autonomous aircraft 1a, 1b, 1c can be achieved in various ways, for example, using a passive radar system that monitors the transponder signals emitted by the autonomous aircraft 1a, 1b, 1c and calculates the flight routes from this data. Alternatively, active radar technologies can also be used to determine the positions of autonomous aircraft 1a, 1b, 1c that do not emit transponder signals.

[0028] By monitoring the positions and flight directions of autonomous aircraft 1a, 1b, and 1c, the control unit 3 can continuously monitor compliance with the clearances granted to each of these aircraft. If an autonomous aircraft 1a, 1b, or 1c does not adhere to the specified clearances, the control unit 3 detects this based on its position data. Furthermore, the autonomous aircraft 1a, 1b, or 1c itself can issue a negative message (Nb) if, in a particular situation, it is unable to act in accordance with the granted 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 to ensure overall air traffic safety.

[0029] Since the air control system 10 was fundamentally designed to communicate with autonomous, i.e., not human-controlled, aircraft 1a, 1b, 1c and to coordinate their movements in the airspace, the control unit 3 has uniform digital communication interfaces 3a, 3b, 3c for data exchange with the aircraft 1a, 1b, 1c.

[0030] To enable the air traffic control system 10 to 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 air traffic control system 10. This proxy system 4y functions to connect the human-piloted aircraft 2y to the air traffic control system 10 in such a way that the control unit 3 perceives the other human-piloted aircraft 2y as an autonomous aircraft 1a, 1b, 1c. Conversely, the proxy system 4y ensures that the control unit 3 appears to the pilot of aircraft 2y as a conventional control unit, e.g., a two-way radio air traffic control system with a two-way radio antenna 11y. The proxy system 4y thus has a translator function, which performs a translation between the control unit 3, which is geared towards autonomous aircraft 1a, 1b, 1c, and conventional human-controlled aircraft 2y.

[0031] To enable this translation function between the control unit 3 and the human-piloted 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 identical in structure if they are intended to allow the coupling of similar human-piloted aircraft 2y. Each proxy system 4x, 4y, 4z is adapted to the control unit 3 and communicates with it via one of the communication interfaces 3x, 3y, 3z. In principle, the same data can be exchanged via these communication interfaces 3x, 3y, 3z as is exchanged between the control unit 3 and the autonomous aircraft 1a, 1b, 1c; in particular, clearances, information, and confirmations can be transmitted via these communication interfaces 3x, 3y, 3z.

[0032] Furthermore, the proxy systems 4x, 4y, and 4z each have an additional interface. Since communication with the additional aircraft 2y in this specific embodiment of the invention is via two-way radio communication, the additional interface used to connect the additional aircraft 2y is a two-way radio interface. In this case, the flight control system 10 has two-way radio transmitting and receiving antennas.

[0033] This additional interface connects the proxy system 4y to a communication channel 42y in the form of a two-way radio channel, via which two-way radio communication can be transmitted to and received by the other aircraft 2y. Alternatively, other data transmission methods, including digital ones, can be used to enable data exchange with the other aircraft 2y, for example, a CPDLC channel for transmitting text messages. The data transmitted via communication channel 42y from aircraft 2y is presented in a format understandable to the pilot of that aircraft.

[0034] Messages transmitted by the pilots for communication purposes via aircraft 2y can be received and decoded by proxy systems 4x, 4y, and 4z via communication channel 42y. Proxy systems 4x, 4y, and 4z are capable of further processing these signals. In the present embodiment of the radio communication system, proxy system 4y is configured to convert the permissions Fy received via its communication interface 3y into audio messages and transmit them as radio communication messages to the other aircraft 2y via communication channel 42y.

[0035] In principle, a proxy system can be assigned multiple communication channels 42y. 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.

[0036] If the control unit 3 now wants 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 A message used for the release Fy is no different from a message with which the control unit 3 would grant a release Fa to an autonomous aircraft 1a, 1b, 1c. Since such a message is not directly detectable or analyzable by an aircraft 2y controlled by a human pilot, the release 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 release Fy to change the altitude, granted by the control unit 3 to the respective other aircraft 2y, via the communication interface 3y. This release Fy prompts the proxy system 4y to perform two actions, which in this case are carried out immediately upon receipt of the release and without any intended internal delays.

[0037] First, the clearance Fy is converted into a signal that is understandable and executable for the other aircraft 2y and its pilot. In this case, this is done in the proxy system 4y by speech generation software that creates an automatically generated radiotelephony message. This radiotelephony message is then transmitted by the proxy system 4y to the other aircraft 2y via the communication channel 42y assigned to the proxy system 4y.

[0038] Secondly, immediately upon receiving the clearance, the proxy system 4y generates 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 that pilot-controlled aircraft 2y typically react more slowly to clearances than autonomous aircraft 1a, 1b, 1c, but that compliance with clearances can typically be expected from pilots. Therefore, the proxy system 4y provisionally acknowledges the clearance.

[0039] While this approach is generally efficient and avoids burdening the resources of the control unit 3, within the scope of the invention it is also possible to either wait for the actual response of the aircraft 2y or the pilot, or at least to wait some time before a message is transmitted back to the control unit 3.

[0040] To prevent long-term misinformation being sent to the control unit 3, the proxy system 4y monitors the response from aircraft 2y or its pilot. The voice communication information received via communication channel 42y is analyzed by proxy system 4y using speech recognition. This analysis checks whether a message is received via communication channel 42y confirming compliance with the clearance by aircraft 2y or its pilot. The speech information received by proxy system 4y via communication channel 42y is converted into corresponding messages, specifically acknowledgments (e.g., "By"), using speech recognition and forwarded to the control unit via communication interface 3y.

[0041] In principle, an alternative communication channel and / or an alternative communication technology 42'y can also be used for the return transmission of data 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 in order to further process messages from the aircraft 2y or the pilot.

[0042] The process of data communication between the control unit 3 and another aircraft 2y controlled by a human pilot is described in Fig. 2a This is explained in more detail below. If, within a specified time period dt, e.g., 20 seconds, after the release Fy has been sent, a confirmation By from the other aircraft 2y is detected, the monitoring is terminated. The proxy system 4y can then assume that the pilot has received the release and is acting accordingly.

[0043] If, however, no or a different confirmation of the release Fy by the further aircraft 2y is detected within the aforementioned 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, enabling the control unit 3 to 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, such as diverting other aircraft 1a, 1b, 1c, and possibly other aircraft 2x, 2z, to avoid collisions with the aircraft 2y.

[0044] It is also possible that after the end of the time period dt' to confirm the release, the proxy system 4y immediately transmits a revocation message Wy of the release message Fy to the further aircraft 2y via the communication channel 42y in order to allow the control unit 3 the possibility of alternative releases and to avoid releases following each other in quick succession.

[0045] It is also possible that if no acknowledgment is received within a reminder period dt' of, for example, 5 seconds, the proxy system 4y repeats the last radiotelephony message by transmitting a reminder Fy1, Fy2, Fy3 to remind the pilot of aircraft 2y of the required acknowledgment ( Fig. 2c ).

[0046] Such a reminder (Fy1, Fy2, Fy3) can generally be sent over the same channel as the release. Alternatively, it is also possible to use other available channels to contact the aircraft; for example, previously used radio frequencies or other protocols, such as CPDLC or voice communication, can be used to remind the aircraft pilot to confirm the release.

[0047] In a preferred embodiment of the invention, the communication channel 42y can be changed if no acknowledgment is received on the originally used communication channel 42y. If the aircraft 2y is equipped with two-way radio and CPDLC, a text messaging system, the proxy system 4y can then preferably use CPDLC. However, if no message can be received in this way, the proxy system 42y could independently change the communication channel 42y or the communication protocol used and use two-way radio if no acknowledgment can be obtained in this way. In this case, the proxy system 4y can send a reminder via two-way radio. Subsequently, the proxy system 4y also checks the available two-way radio channel for the receipt of an acknowledgment message from the aircraft 2y.

[0048] The reminder interval dt', i.e., the period between issuing the clearance and the reminder, is in this case one-quarter of the time interval dt granted by the control unit 3 for confirmation. Therefore, if the pilot does not respond to the clearance or the reminders, they will receive a total of three reminders Fy1, Fy2, and Fy3, 5, 10, and 15 seconds respectively, 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 ).

[0049] The remembrance period dt' is typically set to an integer fraction of the time period dt for confirmation, for example half or, as in the present case, a quarter of the time period dt.

[0050] If the pilot of aircraft 2y does not confirm the clearance and actively refuses it by making a radiotelephony message, the proxy system 4y also transmits a negative message Ny to the control unit 3.

[0051] A second, preferred embodiment of the invention, which is described in Fig. 3 As described in more detail, this takes into account the fact that the use of digital radio technology means that the pilot of aircraft 2y receives only messages concerning aircraft 2y, while he does not receive information concerning other aircraft that he might overhear in a purely voice-based air surveillance system. To improve the situational awareness for the pilot in such a situation, it is possible to make all digital messages transmitted by control unit 3 understandable to the pilot and to relay them to him via voice radio.

[0052] For this purpose, the control unit 3 can transmit all or individual messages originating from it, and potentially also those received by it, to the proxy systems 4x and 4z. The signaling clarifies that the information does not concern aircraft 2y, which is connected to the respective proxy system 4y. The messages are therefore transmitted to the other aircraft 2y solely for informational purposes. The proxy system 4y converts the digitally encoded messages into information signals, in this case, audio signals from a two-way radio system, which make the information contained in the message understandable to the pilot. Furthermore, it can be clarified in various ways, for example, by selecting different synthetic voices or other acoustic signals, that aircraft 2y is not affected, but rather another aircraft in the relevant airspace.

[0053] Provided, as in Fig. 3 As shown, several additional aircraft 2x, 2y, 2z, controlled by human pilots, are also present. Each of these additional aircraft 2x, 2y, 2z is connected to the control unit 3 via a proxy system 4x, 4y, 4z with which it communicates in data. The proxy systems 4x, 4y, 4z communicate with the aircraft 2x, 2y, 2z via a communication channel 42x, 42y, 42z and can exchange radio messages.

[0054] To improve communication between the pilots of the other aircraft (2x, 2y, 2z), the proxy systems 4x, 4y, and 4z can be instructed to forward the data transmitted via their respective communication channels 42x, 42y, and 42z to the control unit 3. This is particularly advantageous when the pilots cannot communicate directly with each other via radio, as the proxy systems 4x, 4y, and 4z use different communication channels 42x, 42y, and 42z.

[0055] In this case, the control unit 3 distributes the radiotelephony data among the pilots of the other aircraft 2x, 2y, 2z and forwards the received radiotelephony data to the remaining 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 with which they are in data communication, for informational purposes. To avoid duplicate or parallel transmissions, forwarding can be omitted if the aircraft 2x that created the radiotelephony message and the aircraft 2y to which the message is to be forwarded are connected to the control unit 3 via the same communication channel 42x, 42y.

Claims

1. A flight control system (10) for controlling a plurality of autonomous aircraft (1a, 1b, ...), comprising a control unit (3) configured to control and monitor the autonomous aircraft, wherein the control unit (3) comprises a number of identical communication interfaces (3a, 3b, ...) and the automated air traffic control system (10) is configured to establish a data link between the control unit (3) and the autonomous aircraft (1a, 1b, ...) via the communication interfaces (3a, 3b, ...), whereby the control unit (3) is designed, for the purpose of controlling air traffic in the airspace, to - automatically generate clearances, - to transmit each automatically generated clearance (Fa, Fb, ...) to the autonomous aircraft (1a, 1b, ...) for the performance of specific actions, - to monitor compliance with these clearances (Fa, Fb, ...) and their confirmation (Ba, Bb, ...) by the aircraft (1a, 1b, ...), and - to take into account, when controlling and monitoring air traffic, if one of the aircraft (1a, 1b, ...) fails to confirm, fails to comply with, or incorrectly confirms a clearance (Fa, Fb, ...) that has been issued, or subsequently expressly refuses it by means of a negative message (Nb), characterised in that the air traffic control system (10) comprises 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 another, in particular manually controlled, aircraft (2x, 2y, 2z), - that the proxy systems (4x, 4y, 4z) are configured to: - receive a clearance (Fx, Fy, Fz) issued by the control unit (3) to the respective other aircraft (2x, 2y, 2z) to carry out an action via the communication interface (3x, 3y, 3z) and, upon doing so, - to convert the clearance (Fx, Fy, Fz) into a signal that is comprehensible and / or executable by 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 other aircraft (2x, 2y, 2z) via the respective other interface and one or more communication channels (42x, 42y, 42z) assigned to the proxy system (4x, 4y, 4z) to the other aircraft (2x, 2y, 2z), and - that the proxy system (4x, 4y, 4z) is configured to receive and monitor confirmations (Bx, By, Bz) received from the other 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) from the other aircraft (2x, 2y, 2z) has been received by the proxy system (4x, 4y, 4z) within a predetermined time period (dt) after the clearance (Fx, Fy, Fz) was transmitted, and, if this is not the case, to transmit a negative message (Ny) to the control unit (3).

2. An automated air traffic control system according to claim 1, characterised in that the proxy system (4x, 4y, 4z) is configured to immediately confirm the clearances (Fx, Fy, Fz) received at its communication interface (3x, 3y, 3z), and, in particular, to transmit a corresponding confirmation (Bx, By, Bz) via the communication interface (3x, 3y, 3z) to the control unit (3).

3. An automated air traffic control system according to any one of the preceding claims, characterised in that the proxy system (4x, 4y, 4z) is configured, in the event that, following the transmission of a clearance (Fx, Fy, Fz) for the other aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) within a reminder time period (dt'), no confirmation (Bx, By, Bz) is received from the other aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z), a reminder of the clearance granted (Fx, Fy, Fz) is transmitted 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), wherein the response time (dt') is preferably shorter than half the specified time interval (dt), and in particular corresponds to an integer fraction of the specified time interval (dt).

4. An automated air traffic control system according to any one of the preceding claims, characterised in that the proxy system (4x, 4y, 4z) is configured such that, in the event that, following the transmission of a clearance (Fx, Fy, Fz) for the other aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) within the specified time interval (dt'), no confirmation (Bx, By, Bz) is received from the other aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z), a revocation message (Wb) of the clearance message (Fb) is also transmitted 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).

5. An automated air traffic control system according to any of the preceding claims, characterised in that - 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 other aircraft (2x, 2y, 2z) communicate, is a radio channel, wherein the automated flight control system (10) is equipped with radio transmitting and receiving antennas, - that the proxy system (4x, 4y, 4z) is configured to detect voice information received at it via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z), and to convert it, by means of speech recognition, into corresponding messages, in particular confirmations (Bx, By, Bz), and to forward it via the communication interface (3x, 3y, 3z), and - that the proxy system (4x, 4y, 4z) is configured to convert clearances (Fx, Fy, Fz) received at it via the communication interface (3x, 3y, 3z) and to transmit 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).

6. An automated air traffic control system according to any of the preceding claims, characterised in that - that the control unit (3) is configured to process all or individual messages originating from the control unit (3) and, where applicable, received by the control unit (3), in particular clearances (Fa, Fb, ...), which relate to aircraft (1a, 1b, 1c) located in the airspace monitored by the control unit (3) and other additional aircraft (2x, 2y, 2z), to the proxy system (4x, 4y, 4z) for information purposes, and - that the proxy system (4x, 4y, 4z) is configured to generate, on the basis of the message received by it, an information signal that is comprehensible and / or executable by the other aircraft (2x, 2y, 2z), in particular its pilot-preferably an automatically generated radio message or a text message-and to transmit 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.

7. An automated air traffic control system according to any of the preceding claims, characterised in that the control unit (3) is configured 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 relay the incoming data or signals transmitted via the respective communication channels (42x, 42y, 42z) to the control unit (3), and b) to forward the forwarded data or signals received in this way to the remaining proxy systems (4x, 4y, 4z), preferably only to those proxy systems (4x, 4y, 4z) that are not in communication with the communication channel (42x, 42y, 42z) or another 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 configured to: a) upon instruction from the control unit (3), to forward the data or signals transmitted via the respective communication channels (42x, 42y, 42z) to the control unit (3), and b) to forward the data or signals transmitted to them by the control unit (3) via their respective communication channels (42x, 42y, 42z) or their additional communication channels (42'x, 42'y, 42'z) to the other aircraft (2x, 2y, 2z) that are in data communication with them via their respective communication channels (42x, 42y, 42z) or their additional communication channels (42'x, 42'y, 42'z) for information purposes.

8. A method for controlling a plurality of autonomous aircraft (1a, 1b, ...) by means of an automated air traffic control system (10) comprising a control unit (3) which is configured to control and monitor the autonomous aircraft (1a, 1b, ...), wherein the control unit (3) comprises a number of identical communication interfaces (3a, 3b, ...), and the automated air traffic control system (10) establishes a data link 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 the performance of specific actions, - monitors compliance with these clearances (Fa, Fb, ...) and their confirmations (Ba, Bb, ...) by the aircraft (1a, 1b, ...), and - whilst controlling and monitoring air traffic, detects when one of the aircraft (1a, 1b, ...) fails to confirm, executes or incorrectly confirms a clearance (Fa, Fb, ...) that has been issued, or subsequently expressly refuses it by means of a negative message (Nb), characterised in that the air traffic control system (10) provides a number of proxy systems (4x, 4y, 4z), wherein each proxy system (4x, 4y, 4z) - is connected to the control unit (3) via one of the communication interfaces (3x, 3y, 3z), and - establishes and operates, via a further interface-in particular a voice radio link-a communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) with a further, in particular manually controlled, aircraft (2x, 2y, 2z), - that the proxy systems (4x, 4y, 4z), - receive a clearance (Fx, Fy, Fz) issued by the control unit (3) to the respective other aircraft (2x, 2y, 2z) to carry out an action via the communication interface (3x, 3y, 3z) and, upon doing so, - convert the clearance (Fx, Fy, Fz) into a signal that is comprehensible and / or executable by the other aircraft (2x, 2y, 2z), in particular its pilot, preferably an automatically generated radio message or a text message, and transmit it via one or more communication channels (42x, 42y, 42z) associated with the proxy system (4x, 4y, 4z) or further communication channels (42'x, 42'y, 42'z) to the other aircraft (2x, 2y, 2z), and - that the proxy systems (4x, 4y, 4z) receive and monitor confirmations (Bx, By, Bz) received from the other aircraft (2x, 2y, 2z) via the same communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z), and monitor whether an confirmation (Bx, By, Bz) from the other aircraft (2x, 2y, 2z) confirming the clearance (Fx, Fy, Fz) is received by the proxy system (4x, 4y, 4z) within a predetermined time period (dt) after the clearance (Fx, Fy, Fz) has been transmitted, and, if this is not the case, to transmit a negative message (Ny) to the control unit (3).

9. The method according to claim 8, characterised in that the proxy system (4x, 4y, 4z) immediately confirms the clearances (Fx, Fy, Fz) received at its communication interface (3x, 3y, 3z), and, in particular, transmits a corresponding confirmation (Bx, By, Bz) via the communication interface (3x, 3y, 3z) to the control unit (3).

10. The method according to claim 8 or 9, characterised in that the proxy system (4x, 4y, 4z), in the event that, following the transmission of a clearance (Fx, Fy, Fz) for the other aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z), the proxy system (4x, 4y, 4z) sends a reminder of the clearance granted (Fx, Fy, Fz) to the other aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z), a reminder of the clearance granted (Fx, Fy, Fz) is transmitted 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), wherein the response time limit (dt') is preferably shorter than half the specified time interval (dt), and in particular corresponds to an integer fraction of the specified time interval (dt).

11. A method according to any one of claims 8 to 10, characterised in that, in the event that, following the transmission of a clearance (Fx, Fy, Fz) for the other aircraft (2x, 2y, 2z) via the communication channel (42x, 42y, 42z) or a further communication channel (42'x, 42'y, 42'z) within the specified time interval (dt'), no confirmation (Bx, By, Bz) is received from the other aircraft (2x, 2y, 2z) is received by the proxy system (4x, 4y, 4z), a revocation message (Wb) of the clearance message (Fb) is also transmitted 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).

12. A method according to any one of claims 8 to 11, characterised in that - that radio messages are exchanged via the communication channel (42x, 42y, 42z) between the proxy system (4x, 4y, 4z) and the aircraft (2x, 2y, 2z), - that the proxy system (4x, 4y, 4z) detects voice information received at it via the communication channel (42x, 42y, 42z) or another communication channel (42'x, 42'y, 42'z), and, by means of speech recognition, converts this into corresponding messages, 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 clearances (Fx, Fy, Fz) received at it via the communication interface (3x, 3y, 3z) 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).

13. A method according to any one of claims 8 to 12, characterised in that - that the control unit (3), transmits all or individual messages originating from the control unit (3) and, where applicable, received by the control unit (3)-in particular clearances (Fa, Fb, ...)-relating to aircraft (1a, 1b, 1c) located in the airspace monitored by the control unit (3) and other additional aircraft (2x, 2y, 2z) located within 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, generates an information signal that is comprehensible and / or actionable by the other 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. A method according to any one of claims 8 to 13, characterised 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 received via the respective communication channels (42x, 42y, 42z) or the additional communication channels (42'x, 42'y, 42'z) to the control unit (3), b) the control unit (3) forwards the data or signals received in this way to the remaining proxy systems (4x, 4y, 4z), whereby the control unit (3) preferably forwards the data or signals it receives only to those proxy systems (4x, 4y, 4z) that are not in communication with the communication channel (42x, 42y, 42z) or another 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 relayed by the control unit (3) via the respective communication channels (42x, 42y, 42z) or further communication channels (42'x, 42'y, 42'z) to the other aircraft (2x, 2y, 2z) for information purposes.

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