Control method and control device based on real‑time dynamics of aircraft

Abstract

The present invention relates to a control method and control device based on real‑time dynamics of an aircraft. The method comprises the following steps: acquiring a management mode; if the management mode is a planned application mode, sequentially receiving planned application information, release application information, approach application information, takeoff application information, and landing application information, verifying the received information, and executing corresponding flight control on the basis of the information passing the verification; if the management mode is a planned filing mode, receiving planned filing information, and performing synchronous processing on the planned filing information passing the verification, wherein if an aircraft can execute a flight plan or a landing plan in a queuing order, the release application information or the landing application information has passed the verification, and the takeoff or landing process control of the aircraft is executed on the basis of dynamic information. Compared with the prior art, the present invention offers advantages such as enhanced intelligence and automation, and improved operational efficiency.

Description

A control method and control device based on real-time dynamics of aircraft Technical Field

[0001] This invention relates to the field of aircraft flight management and control technology, and in particular to a control method and control device based on real-time dynamics of aircraft. Background Technology

[0002] The existing closed-loop management process in civil aviation mainly relies on manual management, supplemented by system support. While this management model can ensure flight safety given the complexity, safety, and coordination requirements of civil aviation operations, it also exposes several technical drawbacks and limitations:

[0003] 1. Manually-driven and inefficient: In the closed-loop management of civil aviation, manual operations by air traffic controllers and dispatchers are the core, with the system serving only as an auxiliary tool. Manual management is easily affected by factors such as the workload of controllers and limitations in human resources, leading to low efficiency in approval and coordination, especially during peak periods or in complex airspace, which can easily result in delays or poor dispatching.

[0004] 2. Heavy workload for air traffic controllers: In complex airspace management and high-traffic flight environments, tower controllers need to continuously perform a large amount of flight command and coordination, making fatigue and human error unavoidable. This management model relies heavily on personal experience and judgment, has operational bottlenecks, and cannot adapt to the more complex and intensive airspace traffic management needs.

[0005] 3. Insufficient System Dependency: Although some systems support the processes, the responsibilities and functions of existing closed-loop management systems remain relatively vague. These systems primarily record, monitor, and assist, rather than providing automated decision-making or intelligent scheduling. This makes the management process highly dependent on manual decision-making, hindering the full utilization of technology to improve operational efficiency.

[0006] 4. Inability to meet high-density flight demands: Existing management models in the civil aviation sector are suitable for relatively low-density flight activities in medium- and high-altitude airspace. However, in low-altitude scenarios, the number of aircraft is greater, and the frequency of takeoffs, landings, and flights is higher. The existing manual-based model is clearly unable to cope with the demands of such high-density takeoffs, landings, and concurrent flights, and manpower scheduling capabilities are also difficult to expand in a short period to address the low-altitude domain. With the increasing number of low-altitude aircraft, the existing closed-loop management model of civil aviation is difficult to effectively extend to low-altitude scenarios.

[0007] Chinese patent CN104332072B discloses a general aviation flight plan management system, including a flight plan database, a plan cycle management module, a plan generation and reporting module, a plan data service module, and a system operation module. It can quickly generate and share flight plans based on the real-time status of general aviation flights, enabling general aviation users and control departments to rapidly establish, report, approve, and manage flight plans within the time limits for flight plan approval and reporting. However, considering the closed-loop management in low-altitude scenarios, this existing technology cannot meet the high-efficiency requirements of each stage. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a more intelligent and automated control method and control device based on real-time dynamics of aircraft.

[0009] The objective of this invention can be achieved through the following technical solutions:

[0010] A first aspect of the present invention provides a control method based on real-time dynamics of an aircraft, comprising the following steps:

[0011] S1) Obtain the management mode. If the management mode is the plan application mode, then execute step S2. If the management mode is the plan reporting mode, then execute step S3.

[0012] S2) Receives the plan application information, launch application information, approach application information, takeoff application information and landing application information in sequence, reviews the received information, and executes the corresponding flight control based on the approved information;

[0013] S3) Receive plan filing information and synchronously process approved plan filing information;

[0014] In step S2, if the aircraft can execute the flight plan in the queue order, the takeoff application information is approved, and the aircraft takeoff process control is executed based on dynamic information; if the aircraft can execute the landing plan in the queue order, the landing application information is approved, and the aircraft landing process control is executed based on dynamic information.

[0015] The dynamic information includes at least one or more of the following: the real-time position and motion status of the aircraft, the dynamics of ground personnel, the position and path of the towing vehicle, and the real-time status of other aircraft on the ground.

[0016] Furthermore, the plan application information is generated based on airspace information, and / or the plan filing information is generated based on airspace information.

[0017] Furthermore, the planning application information includes at least one or more of the following: take-off and landing point information, route information, mission information, aircraft type and ID, and time period information.

[0018] Furthermore, the planned reporting information includes at least one or more of the following: take-off and landing point information, flight airspace information, aircraft type and ID, and time period information.

[0019] Furthermore, both the approved plan application information and the approved plan filing information are matched with a unique plan ID.

[0020] Furthermore, when reviewing the application information for entry, the unique ID of the plan is used as a reference.

[0021] Furthermore, the process of determining whether the release application information has passed the review includes:

[0022] Determine if any special circumstances have been detected.

[0023] If so, the queue order will be adjusted and updated, and the release application information will be automatically approved according to the updated queue order.

[0024] If not, the release application information will be automatically approved according to the current queue order.

[0025] Furthermore, the process of determining whether the landing application information has passed the review includes:

[0026] To determine whether any special circumstances have been detected,

[0027] If so, the queue order will be adjusted and updated, and the landing application information will be automatically approved according to the updated queue order.

[0028] If not, the landing application information will be automatically approved according to the current queue order.

[0029] Furthermore, the queuing order is automatically generated based on a predetermined time cycle.

[0030] Furthermore, the adjustment and update of the queuing order is implemented based on manual intervention commands.

[0031] Furthermore, the adjustment and update of the queuing order includes:

[0032] The scope of the adjustment includes flight or landing applications that have not been approved.

[0033] Furthermore, the takeoff or landing process control specifically includes:

[0034] Based on dynamic information, determine whether there is a risk of conflict or collision. If so, output an avoidance command, which includes a braking command and / or a change of direction command.

[0035] Furthermore, it also includes:

[0036] S4) Receive and review departure reports.

[0037] A second aspect of the present invention provides a control device based on real-time dynamics of an aircraft, comprising a logic operation unit, a storage device, and a ground-to-aircraft communication device, wherein the logic operation unit is signal-connected to both the storage device and the ground-to-aircraft communication device, and wherein...

[0038] The storage device is used to store parameter information for all aircraft to be operated;

[0039] The ground-to-aircraft communication equipment is used to enable communication between the control device and the ground or other aircraft;

[0040] The logic operation unit implements closed-loop management of the aircraft based on the stored data of the storage device and the communication data of the ground and aircraft communication devices, using the real-time dynamic control method for aircraft described above.

[0041] A third aspect of the present invention provides a control device based on real-time aircraft dynamics, comprising an air traffic control terminal and an operator terminal, a ground crew terminal, and a pilot terminal respectively connected to the air traffic control terminal, wherein...

[0042] The operator terminal is used to send plan application information, flight application information, or plan reporting information;

[0043] The ground support terminal is used to send entry application information;

[0044] The pilot terminal is used to send takeoff or landing request information;

[0045] The air traffic control terminal achieves closed-loop management of aircraft based on the real-time dynamic control method described above.

[0046] Compared with the prior art, the present invention has the following beneficial effects:

[0047] 1) This invention fully intervenes in the decision-making and scheduling process, and can automatically optimize route and airspace resource allocation based on real-time data, reducing reliance on manual intervention and improving operational efficiency.

[0048] 2) This invention enables closed-loop management and control of aircraft operations, including flight plan management, route planning, conflict detection and resolution, etc., which can ensure that each management link is completed automatically or semi-automatically by the system, reducing the burden of manual labor.

[0049] 3) In low-altitude scenarios, there are many aircraft and high flight density. This invention achieves dynamic scheduling and real-time command issuance through intelligent management, avoiding excessive reliance on manual command, and ensuring response speed and efficiency.

[0050] 4) This invention is based on strict operating procedures and processes to ensure the standardization and controllability of operations at each stage, and to ensure that all types of flight activities can be carried out efficiently and safely within a unified framework.

[0051] 5) In the real-time dynamic control device of the aircraft, the instructions issued by this invention can be directly transmitted to the terminal equipment or relevant personnel, and the instructions can be executed in a timely manner, reducing the delay or error caused by intermediate transmission links.

[0052] 6) In this invention, all scheduling instructions, route planning, flight trajectory and other data should be recorded to ensure the traceability of flight activities and facilitate subsequent review, analysis and improvement. Attached Figure Description

[0053] Figure 1 is a flowchart illustrating the control method of the present invention;

[0054] Figure 2 is a flowchart illustrating the proposed application mode of this invention;

[0055] Figure 3 is a schematic diagram of the application determination strategy of this invention;

[0056] Figure 4 is a schematic diagram of the closed-loop management of operations by each role under the planned application mode in an embodiment of the present invention;

[0057] Figure 5 is a schematic diagram of the management of each role during the takeoff phase in an embodiment of the present invention;

[0058] Figure 6 is a schematic diagram of the landing phase management of each role in an embodiment of the present invention;

[0059] Figure 7 is a schematic diagram of the aircraft takeoff and landing plan and operation monitoring and avoidance process in an embodiment of the present invention;

[0060] Figure 8 is a flowchart illustrating the reporting mode of the present invention;

[0061] Figure 9 is a schematic diagram of how each role achieves closed-loop management of operations under the planned reporting mode in an embodiment of the present invention;

[0062] Figure 10 is a schematic diagram of a control device based on real-time aircraft dynamics provided in an embodiment of the present invention. Detailed Implementation

[0063] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0064] Example 1

[0065] With the increasing number of low-altitude aircraft, the existing closed-loop management model for civil aviation is difficult to effectively extend to low-altitude scenarios. Therefore, in the low-altitude domain, it is particularly necessary to develop more intelligent and automated closed-loop operation management methods and devices. As shown in Figure 1, this embodiment provides a control method based on real-time dynamics of aircraft. This method operates within an air traffic control system and includes the following steps:

[0066] S1) Obtain the management mode. If the management mode is the plan application mode, proceed to step S2. If the management mode is the plan reporting mode, proceed to step S3.

[0067] S2) Receives flight plan application information, flight release application information, approach application information, takeoff application information and landing application information in sequence, reviews the received information, and executes corresponding flight control based on the approved information, including takeoff or landing control. When reviewing flight release application information or landing application information, the review is judged based on whether the aircraft can execute the flight plan or landing plan in the queue order, and the aircraft's takeoff or landing process control is executed based on dynamic information.

[0068] S3) Receive plan filing information and synchronously process the approved plan filing information.

[0069] The above method implements two strategies: the plan application mode and the plan reporting mode.

[0070] As shown in Figures 2, 3, and 4, the flight plan application mode includes six stages: flight plan application, release application, approach application, takeoff application, landing application, and departure notification. Closed-loop management of operations under the flight plan application mode is achieved through the interaction of four parties: air traffic control system, operators, ground staff, and pilots. The air traffic control system has a planning workstation and a monitoring workstation, equipped with corresponding personnel. Specifically:

[0071] Step 101, Application for Plan:

[0072] a. The operator logs into the App;

[0073] b. The system will synchronize airspace information (routes, routes) to the operator;

[0074] c. The operator submits a flight plan application, including take-off and landing points, routes, missions, aircraft type and ID, time periods, and pilot ID (optional);

[0075] d. The system receives the plan application information, reviews it, and if the review fails, the application is rejected and returned to step 101. The operator can choose to cancel or modify and resubmit it; if the review is approved, the operator is replied with the plan approval and the plan's unique ID.

[0076] e. The operator modifies the pilot's ID in the system;

[0077] f. System reply / modification receipt.

[0078] Step 102, Flight Release Application:

[0079] a. The operator shall submit the launch application one hour in advance (configurable according to project needs);

[0080] b. The system calculates whether the aircraft can execute the takeoff plan according to the queue order and conducts a release review. At the same time, the staff can manually confirm or change the queue order in advance. If the review fails, the application will be rejected and returned to step 102. The operator can choose to cancel or modify and resubmit.

[0081] c. Once approved, the system will send a confirmation receipt.

[0082] Step 103, Application for entry:

[0083] a. Ground staff will send the entry application and flight plan ID to the system;

[0084] b. If the monitoring desk fails to review the plan and the application is rejected, return to step 103. The ground staff can choose to cancel or modify and resubmit the plan. The review result will be fed back to the ground staff (allow / not allowed).

[0085] c. Ground staff will send the arrival notification to the system;

[0086] d. The system replied that the ground crew's arrival had been confirmed.

[0087] Step 104, Takeoff Application:

[0088] a. Pilot login system (App);

[0089] b. The system synchronizes the approved flight plans to the pilot's terminal;

[0090] c. The pilot sends a takeoff request to the system;

[0091] d. If the system's monitoring panel fails to approve the application, the application will be rejected and the process will return to step 104. The pilot can choose to cancel the application or modify it and resubmit it.

[0092] e. Once the monitoring desk approves the application, the system sends a confirmation receipt with a time window (e.g., valid for 3 minutes) to the pilot.

[0093] f. If the ground crew review fails, the application is rejected and returned to step 104. The pilot can choose to cancel the application or modify it and resubmit it.

[0094] g. Once the ground crew approves the application, they send an approval receipt (the monitoring desk approves, the ground crew approves, and it's within the time window) to the pilot;

[0095] h. Ground crew sends a takeoff report to the system (monitor's seat).

[0096] The process for applying for, reviewing, and executing a takeoff application is shown in Figure 5.

[0097] Step 105, Landing Request:

[0098] a. The pilot sends a landing request to the system;

[0099] b. The system calculates whether the aircraft can execute the landing plan according to the queue order, and the personnel at the station can manually confirm or change the queue order in advance;

[0100] c. If the system's monitoring panel fails to approve the application, the application is rejected and returned to step 105. The pilot can choose to cancel the application or modify it and resubmit it.

[0101] d. Once the monitoring station approves the application, the system sends an approval receipt to the pilot;

[0102] e. If the ground crew review fails, the application is rejected and returned to step 105. The pilot can choose to cancel the application or modify it and resubmit it.

[0103] f. Ground staff approves the application and sends an approval receipt to the pilot;

[0104] g. Ground crew sends a landing report to the system (monitor's seat).

[0105] The process for applying for, reviewing, and executing a takeoff application is shown in Figure 6.

[0106] Step 106, departure notification:

[0107] a. Ground staff sends a departure report to the system;

[0108] b. System feedback to ground staff.

[0109] When reviewing takeoff or landing applications, the system determines approval based on whether the aircraft can execute the flight or landing plan in the queue order, and also checks for any special circumstances. If any are detected, the queue order is adjusted and updated, and the takeoff or landing application is automatically approved according to the updated queue order. Otherwise, the current queue order is used to automatically approve the application. Figure 7 illustrates the entire process of plan review and dynamic management, using flight plan execution as an example. By integrating automated flight plan management with dynamic conflict monitoring, the safety and efficiency of aircraft operations on the ground and in the air can be ensured. Specific details are as follows:

[0110] Step 201, Submit the flight plan for approval:

[0111] Flight plans are submitted to the air traffic control system with scheduled times and airspace requirements.

[0112] Step 202, Automatic Queuing:

[0113] a. The system automatically queues flight plans according to the scheduled time;

[0114] b. For flight plans without special circumstances, the system issues release confirmations in the order of queuing.

[0115] Step 203, Special Case Judgment:

[0116] Determine if any special circumstances exist. If so, trigger special circumstance handling and proceed to step 204; otherwise, proceed to step 206. In this embodiment, the conditions for determining special circumstances can be configured according to actual requirements.

[0117] Step 204, Special Case Triggered:

[0118] The conditions for manual intervention are triggered, and the queuing order is changed.

[0119] Step 205, manual intervention:

[0120] a. Personnel with planned seats enter the queue management interface;

[0121] b. Manual intervention: Use the mouse to click and drag to select flight plans to adjust the queue order.

[0122] c. After manual adjustment, the air traffic control system updates the queue list;

[0123] d. The updated plan sequence will automatically issue release confirmations according to the new order.

[0124] When changing the queue order, adjustments are only allowed for flight plans that have not yet received a release confirmation. Flight plans that have received a release confirmation cannot be adjusted and must wait for them to be completed.

[0125] Step 206: Automatically send release confirmation:

[0126] a. The system automatically sends a release confirmation to the air traffic control system, and after the transmission is completed, the flight plan status changes to "release confirmed".

[0127] b. The confirmed launch plan cannot be manually adjusted.

[0128] The system continuously monitors whether new flight plans are submitted and processes them according to automatic queuing rules. Flight plans that need to be changed will trigger manual intervention and adjustments under special circumstances.

[0129] Step 207, Aircraft Surface Operations:

[0130] The aircraft began moving from its parking position to the takeoff and landing area, preparing for takeoff.

[0131] Step 208, Real-time dynamic reception and monitoring:

[0132] The system receives the following dynamic information in real time:

[0133] ●Real-time location and motion status of the aircraft;

[0134] ●Ground personnel movements;

[0135] ●Location and route of the tractor;

[0136] ●The real-time status of other aircraft on the scene.

[0137] Step 209, Conflict and Collision Risk Monitoring:

[0138] The system uses dynamic data analysis to determine whether the following risks exist:

[0139] ● Ground path conflict.

[0140] ● Conflict in air traffic routes.

[0141] ● Potential collision risk.

[0142] If it exists, proceed to step 210; otherwise, proceed to step 211.

[0143] Step 210, Risk Decision and Instruction Output:

[0144] If the system detects a risk:

[0145] ● Adjust the ground and air routes of aircraft based on real-time data.

[0146] ● Output evasion instructions, for example:

[0147] ○ Braking command: Requires the aircraft to slow down or stop.

[0148] ○ Change direction command: Change the ground driving path or air route.

[0149] Step 211, Continuous dynamic monitoring

[0150] The system continuously monitors the aircraft's dynamics in real time before and after takeoff and cyclically performs risk assessments and command adjustments until the aircraft completes ground operations, takes off safely, or completes in-flight operations.

[0151] As shown in Figures 8 and 9, the specific process of the plan reporting mode in this embodiment includes:

[0152] Step 301, Plan Filing:

[0153] a. The operator logs into the App;

[0154] b. The system will synchronize airspace information (routes, routes) to the operator;

[0155] c. The operator submits a flight plan for record-keeping, including take-off and landing points, airspace, aircraft type and ID, time period, and pilot ID (optional);

[0156] Step 302, Reporting and Synchronization:

[0157] a. The system will reply with the operator's approved plan and the plan's unique ID;

[0158] b. Once approved, the system will synchronize the reported plan with the ground staff.

[0159] The above method receives planning application information, flight release application information, approach application information, takeoff application information, and landing application information in sequence, reviews the received information, and executes corresponding takeoff or landing control based on the approved information. It can automatically optimize route and airspace resource allocation based on real-time data, reduce reliance on manual intervention, improve operational efficiency, and ensure that each management link is completed automatically or semi-automatically by the system, thus reducing the burden on humans.

[0160] Example 2

[0161] This embodiment provides a control device based on real-time aircraft dynamics, as shown in Figure 10. It includes a logic operation unit 1, a storage device 2, and a ground-to-aircraft communication device 3. The logic operation unit 1 is signal-connected to the storage device 2 and the ground-to-aircraft communication device 3, respectively. The storage device 2 is used to store all possible aircraft parameter information. The ground-to-aircraft communication device 3 is used to realize communication between the control device and the ground or other aircraft. The logic operation unit 1 realizes closed-loop management of the aircraft based on the real-time aircraft dynamics control method described in Embodiment 1, according to the stored data of the storage device and the communication data of the ground-to-aircraft communication device.

[0162] In this embodiment, the logic operation unit can obtain the aircraft's current position, speed, and planned queuing order. Based on information about ground personnel, towing vehicles, and other aircraft obtained from ground and aircraft communication equipment, as well as electronic maps and parameter information of all possible aircraft operating on the ground obtained from storage devices, it calculates whether the aircraft can execute the takeoff and landing plan in the queuing order, calculates whether there is a risk of collision, and determines whether to change the operating route or output emergency braking.

[0163] Example 3

[0164] This embodiment provides a control device based on real-time aircraft dynamics, including an air traffic control terminal and an operator terminal, a ground crew terminal, and a pilot terminal respectively connected to the air traffic control terminal. The operator terminal is used to send plan application information, flight release application information, or plan reporting information; the ground crew terminal is used to send approach application information; and the pilot terminal is used to send takeoff application information or landing application information. The air traffic control terminal realizes closed-loop management of the aircraft based on the real-time aircraft dynamics control method described in Embodiment 1.

[0165] The aforementioned terminals correspond to four roles: air traffic control system, operators, ground crew, and pilots. Based on the interaction of these four roles, a closed-loop operation management of flight plan application strategies is carried out in stages. The air traffic control system has a planning workstation and a monitoring workstation, each staffed with corresponding personnel. Through the monitoring workstation interface, pilot terminal APP interface, ground crew terminal APP interface, and operator terminal APP interface, it achieves full coverage of monitoring stations, nodes, and terminals. The process includes six stages: flight plan application (planning workstation), flight release application (monitoring workstation), approach application (monitoring workstation), takeoff application (monitoring workstation), landing application (monitoring workstation), and departure notification (monitoring workstation). This forms a closed-loop process for flight plan application strategies, consisting of key internal statuses such as flight plan application submission, flight application approval, flight release application submission, flight release application approval, approach application submission, monitoring workstation permission for approach, approach notification, takeoff application, monitoring workstation permission for takeoff, ground crew permission for takeoff, takeoff report, landing application, monitoring workstation permission for landing, ground crew permission for landing, landing report, and departure report.

[0166] The aforementioned control device based on real-time dynamics of aircraft can also realize closed-loop management of the plan reporting strategy applicable only to light and small aircraft. It only manages the reporting of plans and does not require the submission of specific flight routes or selection of air routes already available in the system. It can fly freely in closed airspace, with a high degree of relative freedom and strong operability. The order and safety of approach, take-off, landing and departure are the responsibility of the pilot and ground crew, and the system has low safety risks.

[0167] In other embodiments, an electronic device suitable for a plan application strategy and a plan reporting strategy may be provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor executes the program to implement the above-described method.

[0168] In other embodiments, a computer-readable storage medium suitable for a plan application strategy and a plan reporting strategy may be provided, having stored thereon a computer program that, when executed by a processor, implements the above-described methods.

[0169] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0170] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0171] The processing unit performs the various methods and processes described above. For example, in some embodiments, the methods described in Figures 1 through 9 may be implemented as a computer software program tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps described in Figures 1 through 9 may be performed. Alternatively, in other embodiments, the CPU may be configured to perform the methods and steps described in Figures 1 through 9 by any other suitable means (e.g., by means of firmware).

[0172] The functions described above in this invention can be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that can be used include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0173] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0174] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0175] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A control method based on real-time dynamics of an aircraft, characterized in that, Includes the following steps: S1) Obtain the management mode. If the management mode is the plan application mode, then execute step S2. If the management mode is the plan reporting mode, then execute step S3. S2) Receives the plan application information, launch application information, approach application information, takeoff application information and landing application information in sequence, reviews the received information, and executes the corresponding flight control based on the approved information; S3) Receive plan filing information and synchronously process approved plan filing information; In step S2, if the aircraft can execute the flight plan in the queue order, the takeoff application information is approved, and the aircraft takeoff process control is executed based on dynamic information; if the aircraft can execute the landing plan in the queue order, the landing application information is approved, and the aircraft landing process control is executed based on dynamic information. The dynamic information includes at least one or more of the following: the real-time location and motion status of the aircraft, the dynamics of ground personnel, the location and path of the towing vehicle, and the real-time status of other aircraft on the ground.

2. The control method based on real-time dynamics of an aircraft according to claim 1, characterized in that, The plan application information is generated based on airspace information, and / or the plan filing information is generated based on airspace information.

3. The method of controlling an aircraft in real-time based on its dynamic behavior according to claim 1, characterized in that, The application information for the plan shall include at least one or more of the following: take-off and landing point information, route information, mission information, aircraft type and ID, and time period information.

4. The method of controlling an aircraft in real-time based on its dynamic behavior according to claim 1, characterized in that, The information to be reported in the plan shall include at least one or more of the following: take-off and landing point information, flight airspace information, aircraft type and ID, and time period information.

5. The method of controlling an aircraft in real-time based on its dynamic behavior according to claim 1, wherein, Both the approved application information and the approved filing information for the plan are matched with a unique plan ID.

6. The method of controlling an aircraft in real time based on its dynamic state according to claim 5, characterized in that, When reviewing the application information for entry, the unique ID of the plan is used as a reference.

7. The method of controlling an aircraft in real-time based on its dynamic behavior according to claim 1, wherein, The process of determining whether the flight release application information has passed the review includes: Determine if any special circumstances have been detected. If so, the queue order will be adjusted and updated, and the release application information will be automatically approved according to the updated queue order. If not, the release application information will be automatically approved according to the current queue order.

8. The method of controlling an aircraft in real-time based on its dynamic behavior according to claim 1, wherein, The process of determining whether the landing application information has passed the review includes: Determine if any special circumstances have been detected. If so, the queue order will be adjusted and updated, and the landing application information will be automatically approved according to the updated queue order. If not, the landing application information will be automatically approved according to the current queue order.

9. The control method based on real-time dynamics of an aircraft according to claim 1 or 7 or 8, characterized in that, The queuing order is automatically generated based on a predetermined time cycle.

10. The control method based on real-time dynamics of an aircraft according to claim 7 or 8, characterized in that, The adjustment and update of the queue order is implemented based on manual intervention commands.

11. The control method based on real-time dynamics of an aircraft according to claim 7 or 8, characterized in that, The adjustment and update of the queuing order includes: The scope of the adjustment includes flight or landing applications that have not been approved.

12. The method of controlling an aircraft in real-time based on its dynamic behavior according to claim 1, characterized in that, The takeoff or landing process control specifically includes: Based on dynamic information, determine whether there is a risk of conflict or collision. If so, output an avoidance command, which includes a braking command and / or a change of direction command.

13. The method for controlling an aircraft in real time based on its dynamic behavior according to claim 1, characterized in that, Also includes: S4) Receive and review departure reports.

14. A control device based on real-time dynamics of an aircraft, characterized in that, It includes a logic operation unit, a storage device, and ground-to-aircraft communication equipment. The logic operation unit is signal-connected to both the storage device and the ground-to-aircraft communication equipment. The storage device is used to store parameter information for all aircraft to be operated; The ground-to-aircraft communication equipment is used to enable communication between the control device and the ground or other aircraft; The logic operation unit implements closed-loop management of the aircraft based on the stored data of the storage device and the communication data of the ground and aircraft communication devices, according to any one of the aircraft real-time dynamic control methods as described in claims 1-13.

15. A control device based on real-time dynamics of an aircraft, characterized in that, It includes an air traffic control terminal and an operator terminal, a ground crew terminal, and a pilot terminal respectively connected to the air traffic control terminal, wherein, The operator terminal is used to send plan application information, flight application information, or plan reporting information; The ground support terminal is used to send entry application information; The pilot terminal is used to send takeoff or landing request information; The air traffic control terminal implements closed-loop management of the aircraft based on the real-time dynamic control method of the aircraft as described in any one of claims 1-13.

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