Methods and systems for managing air traffic

• US 8,942,914 B2
• Filed: 02/22/2011
• Issued: 01/27/2015
• Est. Priority Date: 02/22/2011
• Status: Active Grant

• Current Assignee: General Electric Company, Leidos Innovations Technology, Inc.
• Original Assignee: General Electric Company
• Inventors: Subbu, Rajesh Venkat, Xue, Feng, Castillo-Effen, Mauricio, Klooster, Joel Kenneth, Hochwarth, Joachim Karl, Torres, Sergio, Chen, Weiwei
• Primary Examiner(s): Nguyen, Kim T
• Application Number:
  US13/032,176
• Publication Number:
  US 20120215435A1
• Time in Patent Office: 1,435 Days
• Field of Search: 701/3, 701/116, 701/120, 701/121, 701/123
• US Class Current: 701/120
• CPC Class Codes: G08G 5/0013 with a ground station
• CPC Class Codes: G08G 5/0043 Traffic management of multiple aircrafts from the ground G08G5/003 takes precedence; data processing specially designed for resource management, e.g. scheduling or allocating time, human or machine resources G06Q10/06
• CPC Class Codes: G08G 5/0082 for monitoring traffic from a ground station radar or analogous systems specially adapted for traffic control G01S13/91
• CPC Class Codes: G08G 5/02 Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data landing aids fitted in or to aircraft B64D45/04; visual or acoustic landing aids B64F1/18

Abstract

Methods and system are provided for scheduling and negotiating air traffic within an airspace surrounding an airport and scheduled to land at the airport. An air traffic control (ATC) system is used to monitor the altitudes, speeds and lateral routes of aircraft. The ATC system generates a scheduled time-of-arrival (STA) at one or more meter fix points associated with the airport, the STA is stored, and data is received or inferred with the ATC system for at least a first of the aircraft, including a minimum fuel-cost speed and predicted trajectory parameters of the first aircraft based on current values of its existing trajectory parameters. Auxiliary data, including earliest and latest estimated time-of-arrival (ETAmin) and (ETAmax) at the meter fix point, STA being within/ outside ETAmin, ETAmax are generated, instructions are transmitted to the first aircraft, and the STA is updated for each aircraft stored in a queue.

Claims

1. A method of negotiating air traffic comprising multiple aircraft that are within an airspace surrounding an airport and scheduled to arrive at least one of:

a runway of the airport, and an intermediate metering fix, each of the multiple aircraft having existing user-preferred trajectory parameters comprising user-preferred altitude, speed and lateral route thereof, the method comprising;

monitoring of the user-preferred trajectory parameters of each aircraft of the multiple aircraft as the aircraft enters the airspace, the monitoring being performed with an air traffic control (ATC) system that is not located on any of the multiple aircraft;

generating with the ATC system a scheduled time-of-arrival (STA) for each of the multiple aircraft at least one metering fix point;

storing the STA for each aircraft;

receiving or inferring data with the ATC system for at least a first of the multiple aircraft, the data comprising a minimum fuel-cost speed and predicted trajectory parameters of the first aircraft, the predicted trajectory parameters comprising predicted altitude, speed and lateral route of the first aircraft based on current values of the existing user-preferred trajectory parameters of the first aircraft modified by any unintentional modifications thereto;

receiving or generating auxiliary data for the first aircraft using the predicted trajectory parameters of the first aircraft, the auxiliary data comprising an earliest estimated time-of-arrival (ETAmin) and a latest estimated time-of-arrival (ETAmax) for the first aircraft at the metering fix point;

performing a computation with the ATC system to determine if the STA of the first aircraft is in or outside an ETA range bounded by the ETAmin and the ETAmax thereof;

transmitting to the first aircraft instructions to ensure that the first aircraft will arrive at the metering fix point at the STA or the ETAmin of the first aircraft; and

updating the STA for each aircraft stored in a queue.

2. The method according to claim 1, wherein if the computation indicates that the STA of the first aircraft is in the ETA range, the method further comprises:

assigning the STA as a required time-of-arrival (RTA) for the first aircraft at the metering fix point;

transmitting the RTA to the first aircraft; and

using an automated flight management system (FMS) of the first aircraft to modify the speed of the first aircraft to achieve the RTA of the first aircraft at the metering fix point.

3. The method according to claim 1, wherein if the computation indicates that the STA of the first aircraft is prior to the ETAmin for the first aircraft, the method further comprises:

assigning the ETAmin of the first aircraft as a required time-of-arrival (RTA) for the first aircraft at the metering fix point;

transmitting the RTA to the first aircraft; and

using an automated flight management system (FMS) of the first aircraft to modify the speed of the first aircraft to achieve the RTA of the first aircraft at the metering fix point.

4. The method according to claim 1, wherein if the computation indicates that the STA of the first aircraft is later than the ETAmax for the first aircraft, the method further comprises:

generating with the ATC system a maneuver comprising a modified lateral route, a speed maneuver, and/or an altitude change maneuver for the first aircraft to achieve the STA of the first aircraft at the metering fix point; and

transmitting the maneuver to the first aircraft.

5. The method according to claim 4, wherein the step of generating the maneuver further comprises:

generating a plurality of alternative maneuvers in addition to the maneuver, each of the alternative maneuvers comprising a modified lateral route for the first aircraft to achieve the STA of the first aircraft at the metering fix point;

performing a conflict assessment to determine which of the modified lateral routes of the alternative maneuvers does not pose conflicts with the altitudes, speeds and lateral routes of any other of the multiple aircraft;

among the modified lateral routes of the alternative maneuvers that do not pose a conflict, performing a cost computation to compare relative costs of the modified lateral routes; and

then

selecting the maneuver from the alternative maneuvers based on the cost computation.

6. The method according to claim 4, wherein if the computation indicates that the STA of the first aircraft is in the ETA range, the method further comprises:

assigning the STA as a required time-of-arrival (RTA) for the first aircraft at the metering fix point;

transmitting the RTA to the first aircraft; and

using an automated flight management system (FMS) of the first aircraft to modify the speed of the first aircraft to achieve the RTA of the first aircraft at the metering fix point.

7. The method according to claim 6, wherein the conflicts comprise congestion in airspace surrounding the metering fix point and violations of minimum separation between the first aircraft and the other of the multiple aircraft.

8. The method according to claim 1, wherein if the computation indicates that the STA of the first aircraft is outside the ETA range, the method further comprises:

identifying at least two modified trajectories in which at least one of the existing user-preferred trajectory parameters of the first aircraft is modified to yield a modified ETA range that bounds the STA of the first aircraft;

performing a conflict assessment to determine if the modified trajectories pose conflicts with the altitudes, speeds and lateral routes of any other of the multiple aircraft;

if conflicts are not identified by the conflict assessment step, performing a cost computation to compare relative costs of the modified trajectories;

selecting one of the modified trajectories;

transmitting the selected modified trajectory to the first aircraft; and

then

updating the stored STA for each of the individual aircraft in the queue.

9. The method according to claim 8, wherein the conflicts are chosen from the group consisting of congestion in airspace surrounding the metering fix point and violations of minimum separation between the first aircraft and the other of the multiple aircraft.

10. The method according to claim 8, wherein the selected modified trajectory of the first aircraft reduces operational costs of the first aircraft relative to other of the modified trajectories not selected by the selecting step.

11. The method according to claim 8, wherein the selected modified trajectory of the first aircraft reduces operational costs of the first aircraft relative to the existing user-preferred trajectory parameters of the first aircraft.

12. The method according to claim 1, wherein the predicted trajectory parameters of the first individual aircraft are generated with the ATC system using at least a mass value of the first aircraft that is inferred by the ATC system.

13. The method according to claim 1, wherein the minimum fuel-cost speed for the first individual aircraft is generated with the ATC system using at least a mass value of the first individual aircraft that is inferred by the ATC system.

14. The method according to claim 1, wherein the transmitting step is performed with a controller-pilot data link communication link between the first aircraft and the ATC system.

15. The method according to claim 1, wherein the transmitting step is performed with an automatic dependent surveillance communication link between the first aircraft and the ATC system.

16. The method according to claim 1, wherein the data of the first aircraft further comprise mass of the first aircraft.

17. The method according to claim 16, wherein the data of the first aircraft are inferred data and are generated with the ATC system by predicting the mass of the first aircraft based correlating takeoff weight of the first aircraft to distance to top of climb that occurred during takeoff of the first aircraft.

18. The method according to claim 17, wherein the step of generating the inferred data comprises a plurality of generation steps that predict a vertical profile of the first aircraft, each of the generation steps comprising comparing the predicted altitude of the first aircraft obtained from one of the generation steps with a current altitude of the first aircraft reported by the first aircraft, and using a difference between the current and predicted altitudes to generate a subsequent predicted altitude of the first aircraft.

19. The method according to claim 1, wherein each of the steps is performed with a computer processing apparatus.

20. The method according to claim 1, further comprising storing and updating the trajectory parameters of the multiple aircraft in a data storage media.

21. The method according to claim 1, wherein the transmitting step is automatically performed by a computer processing apparatus.

22. The method according to claim 1, wherein prior to the transmitting step, an air traffic controller is informed of results of the computation step, and the transmitting step is manually performed by the air traffic controller.

23. The method according to claim 1, wherein the airspace is between at least one other airport and the metering fix point of the airport.

24. A system adapted to perform the method of claim 1.