TWI714023B - Method of identifying aircraft during landing and docking processes and identifying system thereof - Google Patents

Abstract

The present invention provides a method of identifying aircraft during landing and docking processes, and an identifying system thereof. The identifying system includes a receiver, a reading device, and a storage device. The receiver is used to receive an ADS-B data and decoding. Each data has at least an ICAO ID, Flight Number, height, and speed. The reading device is used to read an aircraft database of ICAO for retrieving aircraft international number and a corresponding tail number, model/type, and owner. The storage device is used to store a conversion table, and an association table. The conversion table includes 256 items of storage structure, and each storage structure has a column of stroke count, and a column of index. The index column points to an instant aircraft status storage area. The association table includes at least columns of data flag, first code and second code of ICAO ID, next data flag, aircraft status, flight number, tail number, model, height and speed.

Description

Recognition method and recognition system of aircraft landing and docking process

The present invention relates to an aircraft identification method and an identification system thereof, in particular to a technology that utilizes the automatic Dependent Surveillance-Broadcast (ADS-B) information of the aircraft and the flight information of the airport, and the technology for early recognition of the aircraft , And then use the identified information to apply it to related airport service operations to improve airport service efficiency and save operational manpower.

Automatic Dependent Surveillance-Broadcast (hereinafter referred to as ADS-B) is different from the active search of traditional radar, to achieve the purpose of flight safety, using the precise navigation obtained by the global navigation satellite system (GNSS) The information is communicated to the ground control station (Ground Station) and the onboard cockpit display information system (CDTI) via a digital data link connection, so as to provide users with more and better navigation information.

The previous technology is to use the aircraft to read the automatic transmission data of the aircraft when it is about to arrive at the airport and is close to the apron, and use the identification and location information in it to determine whether the aircraft is parked in the appropriate position and make some warnings or change arrangements Disposal.

This approach has two main disadvantages. The first is that the timing of confirmation is too late, and subsequent applications are too late to respond and cannot fully utilize this information benefit.

The second is that the aircraft has reached the terminal point of service before the equipment in the area performs data comparison or verification. This verification requires the use of an aircraft database (ICAO DB) and more complex computing equipment. In this way, each terminal location needs to be equipped with better hardware and database, which relatively increases the complexity of the terminal equipment. The large number of end positions also increases the overall construction cost relatively.

The terminal equipment originally had its existing processing function. Adding the new aircraft transmission data processing function to the existing equipment will inevitably affect its original processing function. Take the most commonly used aircraft transmission data ADS-B as an example. The number of data packets that may be received on site per second will exceed 20 or more, which is a large amount of data, and the terminal equipment will process such frequent data packets. The amount of communication may affect its original processing work, so it is not an appropriate system structure.

The technical problem to be solved by the present invention is to provide an aircraft identification system, which uses the concept of a dedicated processing server for aircraft transmission data to specifically process a large number of ADS-B signals, or it can be called ADS-B servo It is achieved by integrating the flight number and the international aircraft number (ICAO ID) to check the real-time status of each aircraft in the airport, and to know the basic information and real-time operation status of the individual aircraft.

In order to solve the above technical problems, one of the technical solutions adopted by the present invention is to provide an aircraft landing and docking process identification method, including: receiving and decoding data automatically transmitted by the aircraft, wherein each data includes at least one aircraft International number, flight number, altitude, and speed; read the International Civil Aviation Organization’s aircraft database to obtain the aircraft’s international number and corresponding tail number, model/model and owner; establish a comparison table, the comparison The table has 256 storage structures, and each of the storage structures includes a data entry field and an index field, the index field points to a real-time aircraft status storage area; an association table is established, the association table at least Including the following fields: data flag, the first to second digits of the international number, the next data index, the status of the aircraft, the flight number, the tail number, the model, the altitude, and the speed; When numbering, take the third code of the international number, and compare the comparison table to obtain the corresponding number of data; when the number of corresponding data is not equal to 0, the third code of the international number Query the association table to obtain corresponding field information.

In order to solve the above technical problems, another technical solution adopted by the present invention is to provide an aircraft landing and docking process identification system, including: a receiver for receiving and decoding data automatically transmitted by the aircraft, each of which is The data includes at least an aircraft’s international number, flight number, altitude, and speed; a reading device used to read the ICAO’s aircraft database to obtain the aircraft’s international number and corresponding tail number and model/ Model and owner; and a storage device for storing a comparison table and an association table; wherein the comparison table has 256 storage structures, and each of the storage structures includes a data entry field and an index field The index field points to a real-time aircraft status storage area; the association table includes at least the following fields: data flag, first to second digits of the international number, next data index, aircraft status, flight number, Tail number, model, height, and speed.

One of the beneficial effects of the present invention is that the aircraft identification method of the present invention can fully integrate the flight number information of the airport and the integrated application of ADS-B information, and provide an algorithm for quickly processing ADS-B data so that The ability to process a large amount of ADS-B data in a timely manner can be achieved. With this, you can query the real-time status of each aircraft in the airport, and know the basic information and real-time operating status of the individual aircraft.

The ADS-B data can be processed by the aircraft identification system architecture of the present invention. On the one hand, better equipment can be used in processing performance and equipment to achieve the effect of fully processing ADS-B signals. In addition, in the configuration of centralized processing, the complexity of terminal equipment configuration can also be greatly reduced, and the workload of terminal equipment processing will not be increased, and there is no need to change too many terminal equipment processing functions, so that existing systems only need to pass through Connecting to the ADS-B server can easily expand its benefits, which is an advantage of the present invention in terms of architecture.

In addition, the operation of an airport usually includes many systems with specific functions, and each system can also choose whether to connect to the ADS-B server according to its needs, which provides flexibility in the use of each system and also increases the ADS-B signal The flexibility to be applied.

In order to further understand the features and technical content of the present invention, please refer to the following detailed description and drawings about the present invention. However, the provided drawings are only for reference and description, and are not used to limit the present invention.

The following are specific examples to illustrate the disclosed embodiments of the present invention. Those skilled in the art can understand the advantages and effects of the present invention from the content disclosed in this specification. The present invention can be implemented or applied through other different specific embodiments, and various details in this specification can also be modified and changed based on different viewpoints and applications without departing from the concept of the present invention. In addition, the drawings of the present invention are merely schematic illustrations, and are not drawn according to actual dimensions, and are stated in advance. The following embodiments will further describe the related technical content of the present invention in detail, but the disclosed content is not intended to limit the protection scope of the present invention.

The application of the present invention is divided into three stages, including the aircraft recognition stage, the application stage before landing, and the confirmation stage of the docking process. The present invention will explain the application of these three stages. The aircraft mentioned in the present invention refers to the application of civil aviation airport as an example, but the present invention is not limited to this, and can be applied to any aircraft.

Refer to Fig. 1, which is a schematic diagram of the application architecture of the aircraft identification system of the present invention. The aircraft identification system of the present invention can be provided to the airport by integrating the automatic transmission information of the aircraft of the "Automatic Broadcasting Monitoring (ADS-B)" and the International Civil Aviation Organization (ICAO) Aircraft Database (ICAO DB). Operation system 90, or other peripheral systems of the airport, such as: air bridge docking system 91, apron management operating system 92, flight information display system 93, ground handling management system 94, or visual docking guidance operating system 95...etc. However, the present invention is not limited to these applications.

In the information of automatic broadcast monitoring (ADS-B), the automatic transmission data of the aircraft usually includes ICAO ID (or international number), flight number, altitude, speed, longitude, latitude and other data. Different data items may be included in different transmission messages, but all messages will contain the ICAO ID field.

ICAO ID (or International Number) is equal to the aircraft’s identity card. It is a number assigned by the International Civil Aviation Organization (ICAO) for all aircraft. Each aircraft has a unique number, namely ICAO ID, or international number. The International Number (ICAO ID) is a content containing 3 bytes. If it is expressed in hexadecimal text, it can be expressed by 6 characters (bit), for example, '7B93C2', which means it The content is 01111011 10010011 11000010.

The aircraft database (hereafter referred to as ICAO DB) lists all aircrafts with international numbers (ICAO ID), aircraft identification numbers (also known as tail numbers, hereinafter referred to as tail numbers), models/models (model/type) ) And a database composed of the owners of the aircraft. The identification number of the aircraft, also known as the aircraft registration number (Aircraft registration), or "airframe number" or "tail number", refers to the civil aviation management agency of a country before a civil manned aircraft is used The serial number issued by registration is just like a car has a license plate number. Each country has its prefix. For example, the prefix of the Republic of China is B, followed by five numbers, such as B12345. In this database, as long as there is an International Number (ICAO ID) field, you can associate the tail number, aircraft type/model from this database, and learn about the owner of the aircraft. As of 2018, the total number of aircraft in the world is about 140,000.

As shown in Figures 1 and 2, the Airport Operational Database (AODB) 902 records information related to airport operations. Each airport may have different AODB records due to different operational requirements. Nevertheless, AODB usually contains the flight information of the arrival and departure of the aircraft, which is provided to passengers to check the arrival and departure status of the aircraft. This system is generally called the Flight Information Display System (Flight Information Display System, hereinafter referred to as FIDS). The flight information of the aircraft's arrival and departure usually includes the flight number, scheduled arrival/departure time, the airline to which the aircraft belongs and the corresponding departure or arrival location, etc. This information is usually also provided to passengers on display boards in the airport or on the airport website.

The flight number is the main identification code for aircraft management in the airport, such as CI0008, CI0501, CI0503...etc. of China Airlines, or BR809, BR828, BR2891...etc. of EVA Air. According to the flight number, the airport can know when that airline’s plane arrived or departed, which type/model (for example, Boeing B777-300ER, Airbus A330-200, A330-300) and which one it parked at Stands etc. Passengers also learn about the status of the corresponding aircraft based on the flight number, on time or cancellation or delay, and which gate to board. The ground staff at the airport usually handle baggage, docking on the air bridge, and cleaning the aircraft according to the flight number. The visual aircraft guidance system is also based on this information to understand the scheduled arrival time of the aircraft and which model to perform the guidance operations of the aircraft docking.

As the aircraft-related information in the Airport Operations Database (AODB) 902 is usually provided by the airline. For example, an airline will provide information about the type/model in addition to the arrival and departure information for the flight number to which it belongs. Usually airlines do not always use which aircraft to serve the aircraft with their flight number. Therefore, airports or passengers usually do not need to know the aircraft with a specific flight number, know exactly which aircraft it is, and generally understand the aircraft. Which model/model is enough. Therefore, the airport operations database (AODB) 902 basically does not record the aircraft's international number (ICAO ID) or tail number.

However, the airline has given the airport relevant information about the flight number, such as aircraft type/model information, which may be wrong. The source of the error may be that the airline changed the aircraft model due to aircraft scheduling or coordination with the traffic volume, but this information was not updated in the Airport Operations Database (AODB) in real time. When the model data in the Airport Operation Database (AODB) is wrong, the following problems may arise:

Question 1: The airport parking arrangement may not be suitable. For airports, the size of different parking bays may be different, and some parking bays are only suitable for parking several types of aircraft. When the aircraft type/model changes, the originally planned parking space may no longer be suitable. However, if the airport operations database (AODB) does not know that the aircraft type/model of the scheduled aircraft has changed, or the timing is too late, it may cause problems in the airport apron scheduling and increase operations Cost even affects flight safety.

The second problem is the inconvenience of ground handling services. Because the ground handling resources of the aircraft, including baggage handling resources, human cleaning resources, etc., are related to the size of the aircraft, that is, the model/model. When the aircraft type/model changes, it may mean that related service resources must be adjusted accordingly. The late update or even errors of the model information may lead to confusion in the scheduling of related human resources.

The third problem is the mistakes in the visual aircraft guidance system. The visual aircraft guidance system guides the aircraft to its correct parking position according to the type/model entered by the ground crew. The input type of ground staff usually refers to the type/model in the Airport Operation Database (AODB) for input. Then the wrong type may lead the aircraft to the wrong parking position, which may cause collision or other flight safety problems . Although some visual aircraft guidance systems have the ability to check aircraft types, they can display wrong information and stop guidance to avoid flight safety problems, but they increase the cost of manpower operations, reduce the efficiency of guidance, and lengthen passengers. Time to wait.

According to the problems described above, if the aircraft type/model information in the Airport Operations Database (AODB) is correct, or if errors can be found and updated early, then the above inconveniences can be avoided or reduced, not only It can increase flight safety and improve the efficiency of airport services.

The present invention combines the flight number of the airport operations database (AODB) 902 with the automatic transmission information of the ADS-B aircraft, and then checks the aircraft database (ICAO DB) 30 information, so that the aircraft's flight number can be known before the aircraft arrives at the airport. The type/model can be used as the information update of the airport operation database (AODB) 902 or other airport related service databases to provide the correct aircraft type/model information.

The invention also uses the altitude and speed information of the ADS-B aircraft to automatically transmit information to automatically provide early information about the aircraft’s upcoming landing, which can be used to provide relevant ground service personnel to prepare for related services in a timely manner, increase personnel service efficiency, and reduce Waiting time for the aircraft on the apron. This information can also be used in the FIDS system to display information about the upcoming landing of the aircraft and improve the information convenience of airport services.

The invention also uses the speed, longitude, and latitude information of the aircraft to automatically transmit information to provide the visual aircraft guidance system 95. The system can then check whether the ICAO ID or model of the aircraft is consistent with the expected information according to the location of the aircraft, which can then be used as a model/model function. In the visual aircraft guidance system, the obtained tail number can also be used to display on its LED screen, so that the pilot can clearly know whether the aircraft is parked on the correct apron.

Regarding the above benefits, it is necessary to compare the flight number of the aircraft with the automatic transmission data of the aircraft. The relevant technical practices are explained as follows:

Regarding the automatic transmission of data by aircraft, ADS-B data is the main one. As of 2018, 97% of aircrafts in the world have ADS-B transmitter equipment. It is estimated that by 2020, all aircraft will be equipped with ADS-B transmitter equipment, that is, all aircrafts will be equipped with ADS-B transmitter equipment. All aircrafts will actively transmit ADS-B data. In the following, ADS-B data will be used instead of aircraft automatic transmission information.

ADS-B data is a string of fixed-length data, which contains 3-byte international number (ICAO ID) data, and depending on the encoding of the data, data such as flight number or speed, altitude or latitude and longitude may be sent. ADS-B data is continuously transmitted at a frequency of approximately once per second.

ADS-B original data (row data), for example: @000014B19100200012B002927F; @000014B1F136200012B002927F; @000014C082AE2800071E72FC5F; @000014FC6EE68D7810885897046E8DC1226253B0; @000015D6531E8D781088F8230006004878772EB9; @0000160B6B708D781088E1071E000000002B4FD3; @00001654A7A88D7810889909172E7004451D7FC2; @00001655ADE65D781088FF2BDF; @0000165DCF4A5D781088FF2BDD;

ADS-B raw data (row data), after decoding (decode) examples are as follows MSG,5,111,11111,78023D,111111,2018/12/04,18:11:04.061,2018/12/04,18:11:04.016,,36000,,,,,,,0,,0,0 MSG,5,111,11111,78023D,111111,2018/12/04,18:11:04.066,2018/12/04,18:11:04.016,,36000,,,,,,,0,,0,0 MSG,5,111,11111,78023D,111111,2018/12/04,18:11:04.076,2018/12/04,18:11:04.020,,36000,,,,,,,0,,0,0 MSG,8,111,11111,78023D,111111,2018/12/04,18:11:04.328,2018/12/04,18:11:04.280,,,,,,,,,,,,0 MSG,5,111,11111,78023D,111111,2018/12/04,18:11:04.337,2018/12/04,18:11:04.280,,36000,,,,,,,0,,0,0

The receivable distance of ADS-B data is related to the quality of the receiver used. In an unshielded environment, it can usually reach a range of 300 to 500 kilometers. If you use a simple ADS-B receiver to receive this information, you can generally easily receive information about aircraft flying within 200 kilometers.

As the amount of ADS-B data received is quite large, especially for airports with frequent flight operations, the amount of data will be even greater. For these large amounts of data, there must be a mechanism to quickly filter it, otherwise the system will always be processing irrelevant information, wasting a lot of time, and affecting the real-time nature of the system.

The present invention will introduce a method that can quickly and efficiently process a large amount of ADS-B data to achieve the efficiency of data processing.

As shown in Table 1, the present invention first creates a "conversion table and data link table", or simply a conversion table (conversion table). The structure of the comparison table is 256 storage structures, and each structure includes a data entry field and an index field. The indicator field points to a real-time aircraft status storage area. The following table:

Table 1 Comparison table and data link list Serial number Number of data index 0 Number of data 0 Index 0 1 Number of data 1 Index 1 2 Number of data 2 Indicator 2 3 Number of data 3 Indicator 3 … 36 Number of data 36 Indicator 36 … 255 Number of data 255 Index 255

When you read the international number (ICAO ID) of the aircraft, directly take the third code of this international number (ICAO ID), and use the value of the third code (a byte content from 0 to 255, a total of 256 values ) Read the corresponding position of the comparison table directly. For example, the international number (ICAO ID) is 780A36, take the third code "36". Judging by the number of data at that location, if the number is 0, it means that the third code of the same international number (ICAO ID) does not exist, that is, the international number (ICAO ID) does not yet exist in the data temporary storage table . If the number of the data is not 0, it means that there is already an ICAO ID data with the same third code. At this time, you must use the index field to find the first similar data in the data temporary storage area. The data temporary storage area is also a data structure, the structure is as follows:

Table 2: Association table between aircraft ICAO ID and flight number (association table) Data flag ICAO ID (1,2) Next data index Aircraft status Flight number Tail number model height speed longitude latitude Waiting seconds

The fields in Table 2 include: data flag, ICAO ID (1,2), next data index, aircraft status, flight number, tail number, model, altitude, speed, longitude, latitude, stop seconds.

The description of each field is as follows:

Data flag: record whether this data structure is in use;

ICAO ID(1,2): record the first two codes of the aircraft’s ICAO ID;

Next data index: The next data with the same ICAO ID(3). ICAO ID(3) represents the third code of ICAO ID;

Aircraft status: record the status between the aircraft and the flight data (for example, irrelevant, related flight codes, etc.);

Flight number: the flight number of the aircraft in the Airport Operations Database (AODB);

Tail number: the tail number of the aircraft database (ICAO DB);

Type: Type of aircraft database (ICAO DB);

Altitude, speed, longitude, latitude: the latest altitude, speed, longitude and latitude passed in by ADS-B;

Waiting seconds: The number of seconds during which ADS-B data has not been received. If the information does not come in continuously for a period of time, it means that the aircraft has stalled or left, and the data item can be deleted accordingly.

In addition, create a data sheet, Table 3, to provide to the application side of the airport system. Since most airport application systems use flight numbers to manage aircraft, a simple data sheet is required, with flight numbers as the main column to provide to the airport application system for query.

Table 3 Flight Number Information Table Flight number ADS-B status ICAO ID Apron location Tail number Model/ Model Unread In operation closed In operation

Among them, flight number: the flight number in the airport operations database (AODB);

ADS-B status: divided into three types: unread, in operation and closed;

ICAO ID: the unique number given to the aircraft by the International Civil Aviation Organization, or international number;

Tail number: the tail number of the aircraft in the aircraft database (ICAO DB);

Model/model: the model/model in the aircraft database (ICAO DB);

In addition, the ADS-B data sheet in Table 2 will be deleted when the ADS-B signal is no longer sent as the aircraft leaves or shuts down for a period of time, so as to avoid continuous data import causing excessive data expansion and affecting ADS- B signal processing efficiency. Even so, the airport application system may still need to maintain the relevant aircraft information corresponding to the flight number. The data sheet in Table 3 can meet this demand. During the validity period of the flight schedule, it is usually valid during the day, and the data sheet in Table 3 will always be kept even if the plane has left. Because the number of flights in a day is fixed, Table 3 will not increase the capacity due to the large amount of data in ADS-B.

The data operation mode of Table 3 is:

Step a: For airport application units, they only need to check the status of the flight when they need it. It is not like the automatic transmission of aircraft that continuously transmits the data in a fast frequency manner, so it is allowed to search for the corresponding data by the flight number. Then go to query for other information. For static data such as tail number, model/model, etc., it can be directly obtained from this table.

Step b: When the ADS-B signal is received, the flight data in Table 2 is created, and the data in Table 3 is also created. At the same time, the field of "ADS-B Status" is changed from "Unread" to "In Operation".

Step c: When the aircraft has turned off the ADS-B transmitter for a period of time, the ADS-B data row in Table 2 will be deleted. At the same time as the deletion, save the static data of the aircraft in the data table in Table 3 for Other system queries.

According to the data structure design in Table 3 above, when searching for relevant information from the flight number, first find the corresponding flight number and find the international number (ICAO ID). Then, the International Number (ICAO ID) found from this can be used to find the relevant information sent by the ADS-B of the aircraft from Table 2.

Please refer to Figure 2, and then explain how to use ADS-B data and Airport Operation Database (AODB) flight numbers to construct an efficient airport operation system.

The first stage: aircraft recognition stage

In the first stage, the aircraft is still far away, for example, near 300 kilometers, it has entered the detectable area of ADS-B equipment. At this time, there is no relevant ADS-B data in the airport operation database (AODB) 902, so this It belongs to the data construction stage. The main task of data construction is to associate the flight number with the ICAO ID, that is, to establish the data in Table 1 and Table 2 above. The process of constructing data is shown in the flowcharts of Figures 3A to 3C.

At this stage, the aircraft's identification system will always receive the incoming ADS-B data from different aircraft. The aircraft's identification system can select only the packets that inform the "flight information" for processing according to the type of ADS-B signal, and discard it. Go to other types of packets.

After receiving a flight number packet, first compare whether the international number (ICAO ID) has been processed, because ADS-B data will be continuously sent in, and flight number packets will be received continuously, so it must be judged first Whether it has been processed, so as not to use too many computing resources, causing an excessive burden on the processing system.

The comparison table comparison method used in the present invention is an algorithm that can quickly filter repeated processing. Directly through the data location comparison in Table 1, you can easily determine whether the international number (ICAO ID) has been processed through several calculation steps. This algorithm can quickly filter out the repeated data.

When a new international number (ICAO ID) is found, first compare whether the flight number belongs to the airport. This can be known by comparing this flight number with all flights at the airport in the current period. Generally speaking, the number of airport flights is mostly within 2,000 and only need to be compared once, so the speed of the comparison is feasible.

If the flight is a flight within the airport, it is necessary to further compare the ICAO database at this time. As of 2018, there are about 140,000 airplanes in the ICAO database. Refer to Table 4 for the contents of the database. Therefore, some skills are required for comparison and it is not suitable for comparison one by one.

Table 4. ICAO database (part) icao , regid, mdl, type, operator 008000, -, a58, Unknown/Various, Code used by several aircraft 008024, zs-aat, j328, Dornier Do-328JET-300, Avex Air Transport 008699, zs-cmi, b190, Beech 1900D, Cemair 008cc7, zs-eve, b732, Boeing 737-230, Jet 4 Now 008ff4, zs-gal, a320, Airbus A320-231, Fly Baghdad 0096ef, zs-ire, b722, Boeing 727-2Q9F, SKA International 009991, zs-jrc, b734, Boeing 737-42J, United Nations 00a642, zs-omb, b190, Beech 1900D, Cemair 00b014, zs-set, b190, Beech 1900, Kumba Iron Ore 00b0da, zs-smj, b733, Boeing 737-3Y0, Agroar-Trabalhos Aereos 00b0f5, zs-snk, b190, Beech 1900D, National Airways 00b23e, zs-tab, b190, Beech 1900C, TAB Air 00b400, zs-trj, md87 , McDonnell Douglas MD-87, 1Time 010024, su-ggg, a342, Airbus A340-212, Arab Republic of Egypt 010060, su-bmz, a30b, Airbus A300B4-203F, Tristar Air 01006f, su-bgu, glf3, Gulfstream III , Egyptian Government 010071, su-bkv, b190, Beech 1900C-1, Egyptian Air Force 010074, su-bla, b190,, Egy ptian Air Force 010094, su-gcd, a320, Airbus A320-232, Air Cairo 0100a6, su-gci, a332, Airbus A330-243, Air Nigeria 0100e4, su-bpu, a320, Airbus A320-214, Air Cairo 0100e5, su-bpv, a320, Airbus A320-214, Air Cairo 0100e6, su-bpw, a320, Airbus A320-214, Air Cairo 0100e7, su-bpx, a320, Airbus A320-214, Air Cairo 0100f6, su-bpz, b738 , Boeing 737-86N, AMC Aviation 01013b, su-aab, a320, Airbus A320-214, Air Arabia Egypt

There are several ways to improve the efficiency of the comparison, including filtering the database itself, first removing aircraft from airports that will not be used, and leaving possible aircraft. This may reduce the amount of data to the remaining 5% to 10% of the original number. The other is to use the index method and the binary search method of comparison, which can more quickly find the aircraft data of the international number (ICAO ID).

Once the aircraft information is found, it can be created by the relevant aircraft information fields in Table 2 and Table 3. That is to associate it with flight number, international number (ICAO ID), tail number and aircraft type data.

When the international number (ICAO ID) is associated with the flight number, the data construction stage of the present invention has been completed. As shown in the stage one shown in Figure 2, at this stage, the present invention can already be used in some airport management applications. The following are possible applications:

Application method a: According to the correct model/model data, check whether the model has been changed, and arrange the apron location early.

Application method b: According to the ground handling manpower and equipment requirements of the new model, make the deployment of related resources as soon as possible.

Application method c: Update the visual aircraft guidance system to use the updated model for guidance.

Application method d: Inform the aircraft maintenance unit of the airline as early as possible about the tail number of the incoming aircraft, so that the aircraft maintenance personnel can know which aircraft is on duty and make necessary preparations.

Other related applications can also benefit from this, including early display of aircraft to the Flight Information Display System (FIDS) or related systems.

Stage 2: Application stage before landing

Please refer to Figure 2. The second stage of application is the application when the aircraft is about to land or just after landing. Because ground handling services at many airports only start after the plane has docked, ground crews need to serve a large number of flights, so it is impossible for the ground crew to go to the apron too early before the plane landed, and spend too much time waiting on the plane. Of course, the ground crew shouldn’t arrive at the apron too late, causing the aircraft to wait for service. Basically, this is not allowed in airport services. Therefore, the ground crew needs to be able to provide services to the aircraft immediately.

In the past operations, the ground crew will estimate the time for the aircraft to provide services based on the scheduled arrival/departure time of the aircraft provided by the airport’s airport operations database (AODB). However, the Airport Operations Database (AODB) 902 is not very accurate, so the ground crew must reserve an earlier time to go to the apron to wait, which of course lengthens the waiting time and reduces the efficiency of the personnel.

There are currently ADS-B websites, such as flight radar. Using ADS-B information and GIS map data display, it can display the real-time position of the aircraft. This provides ground staff with a more accurate method for predicting the arrival time of the aircraft. Of information sources currently rely on for ground crews.

However, this method of obtaining information still has the following disadvantages. First, the aircraft provided by these websites are a wide range of aircraft groups, not limited to flights at specific airports, so they must be filtered. Usually, a dedicated person is required to click on the specific aircraft icon on the web page, and then get The flight number corresponding to this icon is the aircraft type information, etc.

According to the way that the website provides aircraft dynamics, for different ground handling units, special personnel are required to confirm the aircraft, and then sort out the information of the target aircraft to provide the actual service personnel. Airport operations are usually 24 hours a day, so personnel have to be on duty around the clock. Not only does it require more human resources, but it may also cause human operation errors and increase the cost of contact between different personnel on duty.

The method provided by the present invention can greatly improve the shortcomings of the current operation mode, provide real-time relevant information of ground service personnel in an automated manner, and reduce or replace the need for special personnel to organize aircraft dynamic data. With the method provided by the present invention, a system can be developed to display the required information according to the needs of local service units. For example, the following application example:

For air bridge operation units at the airport, operators will provide air bridge operation services for the entire airport or specific apron areas within the airport. When the aircraft is docked, the air bridge needs to be headed to the aircraft to facilitate passengers to leave the aircraft. When the plane is ready to take off, it is also necessary to evacuate the air bridge to allow the plane to leave.

For air bridge docking operations, the operator must wait on the apron before the aircraft is parked on the apron, and once the aircraft is parked, immediately operate the air bridge to get on the plane. Therefore, the operator needs to know exactly when the aircraft will stop on which apron in order to provide timely service.

With the method provided by the present invention, the flight number and parking apron information of the aircraft can be obtained from the Airport Operation Database (AODB) 902, and then according to the information of ADS-B, the altitude information of the flight can be known. When the altitude value drops When it is 0, it means that the aircraft has landed. At this time, it can be displayed on the screen in different forms or colors to inform the operator that they can start to the aerodrome and the aircraft is about to arrive, thereby providing real-time information.

Of course, according to the preparation time required by the operator, the timing of the notice can be adjusted, for example, an alarm will be issued when the aircraft is at a height of 300 meters.

For ground service personnel, after the plane is parked, they must place the wheel to fix the position of the plane, and then send the luggage in the plane to the baggage carousel for passengers to pick up, and clean the space inside the plane. All of these require precise understanding of the arrival time of the aircraft so that personnel can provide relevant services in a timely manner.

Like an air bridge operator, if the method provided by the present invention is used, when the aircraft is in a certain state, for example, when the altitude is less than 500 meters, the system can notify the crew members with fixed gears that they need to go to the apron to stand by.

When the altitude of the aircraft is lower than a certain altitude or after landing, the system can notify the visual aircraft guidance system 95 to start the aircraft guidance operation. In this way, the aircraft guidance work can be performed at the appropriate time, and at the same time, the correct aircraft model, international number (ICAO ID) and tail number can be sent to the guidance system. The correct model information can enable the guidance system to directly obtain the correct model without relying on the traditional appearance contour scanning method in aircraft recognition.

When the airplane is parked, the speed of the airplane is zero or the ADS-B transmission signal is turned off, the baggage handlers need to go to the apron. The speed information of the aircraft can be obtained from ADS-B and linked to the corresponding flight via the International Number (ICAO ID).

After the aircraft is parked for a few minutes (depending on the size of the aircraft, the time varies), the cleaning staff should be ready to enter the aircraft and start cleaning. The same as the previous application, the difference lies in the time when the cleaning staff is dispatched.

Other applications can also know the current landing status of a certain flight through the integration of the flight number and ADS-B ID information, such as landing, taxiing, and docking status. These statuses can also be displayed in the flight information display system (FIDS) in the airport to let the pick-up personnel know what status the waiting flight is currently in.

All of these tasks can be automated, labor-saving, and more information disclosure benefits can be achieved through the association of flight numbers and ADS-B information.

The third stage: the confirmation stage of the docking process

The third stage of application is when the aircraft enters the apron. The application in this part is mainly used in aircraft identification. If the aircraft may be parked on the wrong apron due to various factors, it will cause errors in the apron management or may cause a collision and other flight safety hazards due to the difference in aircraft types. At this stage, the comparison system can already tell the visual aircraft guidance system 95 in advance, the relevant international number (ICAO ID), model, tail number and flight number and other information. At this time, the guidance system can display not only the aircraft type, but also the tail number to remind the pilot to avoid parking the aircraft on the wrong apron by mistake.

The solutions that can be provided according to the present invention for avoiding accidental intrusion by aircraft are described as follows. First of all, when the aircraft arrives at the apron stage, for the visual aircraft guidance system (AVDGS) 95, it has already learned from the airport operation database 902 or the guidance central computer database as early as possible that the flight of the aircraft that is expected to be parked Number, international number (ICAO ID), tail number, model and other information. The visual aircraft guidance system 95 can display on its guidance display the aircraft model and tail number that is expected to be docked, so as to tell the pilot of the aircraft to be docked on the apron. If the pilot of an airplane can see the displayed tail number, he can clearly know whether the airplane is parked on the correct apron, and he can make corrections as soon as possible, and do not enter the apron by mistake.

In the past technology and applications, the visual aircraft guidance system usually only displays the aircraft type, and the aircraft type is based on the scheduled or revised flight information from the airport database. The aircraft type may be affected by the information or information in the airport database. Misplanting by on-site operators is wrong information, so the visual aircraft guidance system (AVDGS) must be used to identify the aircraft based on the characteristics of the aircraft's appearance. Moreover, the identification based on the appearance of the aircraft can only do the type identification, and it is impossible to completely determine whether the aircraft is the target aircraft. For example, if it is also an A320 aircraft, if it accidentally enters the apron, it is impossible to check whether the wrong aircraft has parked on the apron just by appearance.

If this technology is used to improve, the visual aircraft guidance system (AVDGS) 95 can display the aircraft model/tail number in advance to remind the pilot, so the chance of the pilot entering by mistake is lower.

For the visual aircraft guidance system (AVDGS), if this technology is used, when the aircraft enters the apron area, the visual aircraft guidance system (AVDGS) 95 can set an area range. When the aircraft’s longitude/latitude information enters this area, the International Number (ICAO ID) of the aircraft received can be compared with the International Number (ICAO ID) notified by the guidance system in advance to see if the two are consistent. If the person matches, it means that this is the target aircraft, that is, it can skip the identification process and directly enter the guidance operation, and it will not have the problem of misleading. If the ICAO ID of the compared aircraft is wrong, it can be concluded that the aircraft stopped by mistake, issue a relative warning or take appropriate measures.

In judging the aircraft's latitude and longitude position and international number (ICAO ID), according to this method, there is no need to build an ADS-B receiving device at each terminal point. As long as the monitoring software of the guidance system can continuously obtain the data of the ADS-B server, compare the location area of each apron guidance facility to which it belongs and the international number (ICAO ID) of the aircraft scheduled to stop. When an abnormality is found, Then notify the apron equipment with an alarm command and send out appropriate alarm information. This approach is shown in Figure 4.

In the architecture of Figure 4, it is obvious that the visual aircraft guidance system does not need to build ADS-B receiving capability or computing equipment on every apron, it only needs to build a set of ADS-B disclosed in the present invention. B server is fine. This architecture design can save a lot of hardware construction costs, and can also enable the original purely guided equipment to achieve the application of ADS-B for aircraft identification without too many system changes.

Corresponding to the above method, the present invention also provides an aircraft landing and docking process identification system, including: a receiver 10, a reading device 20, and a storage device 40. The receiver 10 is used to receive and decode the data of the aircraft's automatic transmission information, where each data includes at least an aircraft's international number, flight number, altitude, and speed; the reading device 20 is used to read the International Civil Aviation Organization (ICAO) The aircraft database 30 is used to obtain the international number of the aircraft and the corresponding tail number, model/model and owner; the storage device 40 is used to store a comparison table and an association table; wherein the comparison table has 256 storages Structure, wherein each of the storage structures includes a data entry field and an index field, the index field points to a real-time aircraft status storage area; wherein the association table includes at least the following fields: data flag, The first to second digits of the international number, the next data index, aircraft status, flight number, tail number, model, altitude, and speed. The reading device 20 is an ADS-B servo system in this embodiment. The aircraft database 30 can be obtained in advance from the International Civil Aviation Organization (ICAO), and the aircraft database 30 can be pre-installed in the ADS-B servo system, or independently stored in any storage, such as a hard disk or another Computer...etc. In this embodiment, the storage device 40 may be installed in the ADS-B server system, or may be an independent computer, or server, etc.

The previous technology has been used. The aircraft has entered the apron stage, and only then began to use the ADS-B signal sent by it. The international number (ICAO ID) starts to look for the aircraft database (ICAO DB), and then the model and aircraft End number and other information. Such a method will require every AVDGS device to be equipped with the ability to read the aircraft database (ICAO DB) and compare it. This will inevitably increase the number of AVDGS devices. The complexity of the equipment requires space to store the aircraft database (ICAO DB) or real-time connection capability to the aircraft database (ICAO DB). It will also increase the processing complexity of the Visual Aircraft Guidance System (AVDGS), which in turn affects the performance of its guidance operations.

When the aircraft enters the guidance area, it starts to perform ADS-B data identification. Obviously, it is impossible to preventively remind the pilot of the relevant tail number and other information in advance, which relatively reduces the chance of preventing errors.

One of the beneficial effects of the present invention is that the aircraft identification method of the present invention can fully integrate the flight number information of the airport and the integrated application of ADS-B information, and provide an algorithm for quickly processing ADS-B data so that The ability to process a large amount of ADS-B data in a timely manner can be achieved. With this, you can query the real-time status of each aircraft in the airport, and know the basic information and real-time operating status of the individual aircraft.

The ADS-B data can be processed by the aircraft identification system architecture of the present invention. On the one hand, better equipment can be used in processing performance and equipment to achieve the effect of fully processing ADS-B signals. In addition, in the configuration of centralized processing, the complexity of terminal equipment configuration can also be greatly reduced, and the workload of terminal equipment processing will not be increased, and there is no need to change too many terminal equipment processing functions, so that existing systems only need to pass through Connecting to the ADS-B server can easily expand its benefits, which is an advantage of the present invention in terms of architecture.

In addition, the operation of an airport usually includes many systems with specific functions, and each system can also choose whether to connect to the ADS-B server according to its needs, which provides flexibility in the use of each system and also increases the ADS-B signal The flexibility to be applied.

The content disclosed above is only a preferred and feasible embodiment of the present invention, and does not limit the scope of the patent application of the present invention. Therefore, all equivalent technical changes made using the description and schematic content of the present invention are included in the application of the present invention. Within the scope of the patent.

10: receiver 20: Reading device 30: Aircraft Database 40: storage device 90: Airport Operation System 902: Airport Operation Database 91: Air bridge parking system 92: Ramp Management Operation System 93: Flight Information Display System 94: Ground handling management system 95: Visual docking guidance operating system

Figure 1 is an application architecture diagram of the aircraft identification system of the present invention and the existing airport system.

Figure 2 is a schematic diagram of the three-stage application of the aircraft identification system of the present invention.

3A to 3C are flowcharts of data construction of the aircraft identification system of the present invention.

Figure 4 is a diagram of the operational architecture of the aircraft identification system and visual aircraft guidance system of the present invention.

10: receiver

20: Reading device

30: Aircraft Database

40: storage device

90: Airport Operation System

902: Airport Operation Database

91: Air bridge parking system

92: Ramp Management Operation System

93: Flight Information Display System

94: Ground handling management system

95: Visual docking guidance operating system

Claims (7)

An aircraft landing and docking process identification method, including: receiving and decoding the data automatically transmitted by the aircraft, where each data includes at least an aircraft’s international number, flight number, altitude, and speed; reading the ICAO aircraft data Database to obtain the international number of the aircraft and the corresponding tail number, model/model, and owner; create a comparison table with 256 storage structures, each of which includes a data entry Field and an index field, the index field points to a real-time aircraft status storage area; create an association table, the association table includes at least the following fields: data flag, the first to second code of the international number, the next A data index, aircraft status, flight number, tail number, model, altitude, and speed; create a flight number data table, the flight number data table is created by the comparison table and the association table corresponding to the place The flight number data table includes at least the following fields: flight number, ADS-B status, international number, tail number, and aircraft type/model to provide to the application terminal of the airport system, wherein the ADS-B status Divided into three states: unread, in operation and closed; when the international number of the aircraft's automatic transmission information is read, take the third code of this international number, and compare the comparison table to obtain the corresponding data pen And when the corresponding number of data items is not equal to 0, the third code of the international number is used to query the association table to obtain the corresponding field information. For example, the method for identifying the aircraft landing and docking process described in item 1 of the scope of patent application, wherein when the aircraft automatically transmits the signal income of the information, the flight data of the association table is established, and the data of the flight number data table is also created. At the same time, the field of the ADS-B status is changed from "unread" to "in operation". As described in the first item of the scope of patent application, the aircraft landing and docking process identification method, wherein when the aircraft has turned off the automatic transmission transmitter for a period of time, the said The data row of the aircraft's automatic transmission information in the association table will be deleted, and the static data of the aircraft will be stored in the flight number data table while deleting. For example, the method for identifying the aircraft landing and docking process described in item 1 of the scope of patent application, when the aircraft is still outside the airport and has entered the detectable area of the aircraft's automatic information transmission equipment, the airport operation database is now There is no data for the automatic transmission of relevant aircraft. This stage is defined as the data construction stage. The flight number is associated with the international number, that is, the data in the comparison table and the association table are established. For example, the method for identifying the aircraft landing and docking process described in item 4 of the scope of patent application, according to the type of the aircraft's automatic transmission of information signals, only the packets that notify the "flight information" are selected for processing, and other types of packets are discarded; After arriving at a flight number, first compare whether the international number has been processed. For example, the method for identifying the aircraft landing and docking process described in item 1 of the scope of patent application, when a new international number is found, first compare whether the flight number belongs to the airport, and compare the flight number with the current airport number If the flight is a flight within an airport, it will be further compared with the aircraft database of the International Civil Aviation Organization. An aircraft landing and docking process identification system, including: a receiver for receiving and decoding data automatically transmitted by the aircraft, wherein each data includes at least an aircraft’s international number, flight number, altitude, and speed; Get device to read the ICAO aircraft database to get the international number and corresponding tail number, model/model and owner of the aircraft; and a storage device to store a comparison table and an association Table, and a flight number data table; wherein the comparison table has 256 storage structures, and each of the storage structures includes a data entry field and an index field, and the index field points to a real-time aircraft status Storage area The association table includes at least the following fields: data flag, first to second digits of the international number, next data index, aircraft status, flight number, tail number, model, altitude, and speed; The flight number data table is established by the corresponding place of the comparison table and the association table. The flight number data table includes at least the following fields: flight number, ADS-B status, international number, tail number, and aircraft type /Model to provide to the application end of the airport system, where the ADS-B state is divided into three states: unread, in operation, and closed.

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