TWI714023B - Method of identifying aircraft during landing and docking processes and identifying system thereof - Google Patents
Method of identifying aircraft during landing and docking processes and identifying system thereof Download PDFInfo
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本發明涉及一種航空器的識別方法及其識別系統，特別是涉及一種利用飛機的廣播式自動回報監視(Automatic Dependent Surveillance- Broadcast，ADS-B)資訊及機場的航班資訊，以及早達成飛機識別的技術，再利用此識別出來的資訊，應用於相關的機場服務作業，以能提升機場服務效率及節省運作人力的效益。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.
廣播式自動回報監視(Automatic Dependent Surveillance- Broadcast，以下或簡稱為ADS-B)有別於傳統雷達之主動搜尋，來達到飛航安全的目的，利用全球導航衛星系統(GNSS)所獲得的精確導航訊息，經由數位式數據鏈的連結方式傳達至地面管制站(Ground Station)和機載座艙顯示資訊系統(CDTI)，藉以提供使用者更多、更佳的導航資訊。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.
先前技術是利用飛機已經獲即將抵達機場並且靠近停機坪時，才去讀取飛機的自動傳輸資料，並使用其中的識別及位置資訊，去判定飛機是否停在適當位置而做一些告警或變更安排的處置。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.
這樣的作法有兩個主要的缺點，第一是確認的時機太晚，後續的應用已經來不及反應而無法充分運用此資訊效益。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.
第二是，飛機已經到服務的終端點，才由該區域的設備進行資料比對或檢核，而此檢核需要用到飛機資料庫 (ICAO DB) 及較複雜的運算設備。如此會變成各終端位置都需要更配置更好的硬體及資料庫，相對增加了末端設備的複雜性。末端位置數量眾多，也相對的增加整體建置成本。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.
末端設備原先就有其既有的處理功能，將新的飛機傳輸資料處理功能再加到既有的設備上，勢必會影響其原處理功能。以最目前常使用的飛機傳輸資料 ADS-B 為例，現場每秒可能收到的資料封包會超過 20 個或更多，是一個不小的資料量，而由終端設備再去處理這麼頻繁的通信量，可能會影響到它原來的處理工作，所以並不是一個恰當的系統結構。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.
本發明所要解決的技術問題在於，提供一種航空器的識別系統，以一個專用的飛機傳輸資料的處理伺服器的概念，用以專特處理 ADS-B 的大量信號，或可稱為 ADS-B 伺服器，經由整合航班編號與飛機國際編號(ICAO ID) 來達成，查詢機場內各飛機即時動態，並知道該個別飛機的基本資料及即時運作狀態。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.
為了解決上述的技術問題，本發明所採用的其中一技術方案是，提供一種航空器降落及停靠過程的識別方法，包括：接收飛機自動傳輸資訊的資料並解碼，其中每筆資料至少包括一飛機的國際編號、航班編號、高度、及速度；讀取國際民航組織的飛機資料庫，以取得飛機的國際編號及對應的機尾號、機型／型號以及擁有者；建立一對照表，所述對照表具有256 個儲存結構，其中每一個所述儲存結構包括一資料筆數欄位及一指標欄位，所述指標欄位指向一個即時飛機狀態儲存區；建立一關聯表，所述關聯表至少包括下列欄位：資料旗標，國際編號第一至第二碼，下一筆資料指標，飛機狀態，航班編號、機尾號，機型，高度，及速度；當讀到飛機自動傳輸資訊的國際編號時，取此國際編號的第三碼，並對照所述對照表，並取得對應的所述資料筆數；當對應的所述資料筆數不等於0，由所述國際編號的第三碼查詢所述關聯表以獲得對應的欄位資訊。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.
為了解決上述的技術問題，本發明所採用的另外一技術方案是，提供一種航空器降落及停靠過程的識別系統，包括：一接收器，用以接收飛機自動傳輸資訊的資料並解碼，其中每筆資料至少包括一飛機的國際編號、航班編號、高度、及速度；一讀取裝置，用以讀取國際民航組織的飛機資料庫，以取得飛機的國際編號及對應的機尾號、機型／型號以及擁有者；以及一儲存裝置，用以儲存一對照表以及一關聯表；其中所述對照表具有256 個儲存結構，其中每一個所述儲存結構包括一資料筆數欄位及一指標欄位，所述指標欄位指向一個即時飛機狀態儲存區；其中所述關聯表至少包括下列欄位：資料旗標，國際編號第一至第二碼，下一筆資料指標，飛機狀態，航班編號、機尾號，機型，高度，及速度。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.
本發明的其中一有益效果在於，透過本發明的航空器的識別方法，能充分結合機場的航班編號資訊以及 ADS-B 資訊的整合應用，並提供出一種快速處理 ADS-B 資料的演算法，使可以做到能及時處理大量 ADS-B 資料的能力。藉此能夠查詢機場內各飛機即時動態，並知道該個別飛機的基本資料及即時運作狀態。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.
藉由本發明的航空器的識別系統架構來處理 ADS-B資料一方面可以在處理性能及設備上，使用較優規的設備，以達到充分處理 ADS-B 信號的效果。另外在集中處理的配置上，也可以大幅降低終端設備配置的複雜性，同時也不會去加重終端設備處理的工作量，不需要更改太多終端設備的處理功能，讓既有系統只需要透過與 ADS-B 伺服器連線，便可以輕易擴充它的效益，是本發明在架構上的一個優點。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.
此外，機場的營運通常包含許多特定功能的系統，而各系統也可以根據其需要，選擇是否與 ADS-B 伺服器連線，這樣提供了各系統使用上的彈性，也增加了 ADS-B 訊號被應用的靈活度。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.
為使能更進一步瞭解本發明的特徵及技術內容，請參閱以下有關本發明的詳細說明與圖式，然而所提供的圖式僅用於提供參考與說明，並非用來對本發明加以限制。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.
以下是通過特定的具體實施例來說明本發明所公開的實施方式，本領域技術人員可由本說明書所公開的內容瞭解本發明的優點與效果。本發明可通過其他不同的具體實施例加以施行或應用，本說明書中的各項細節也可基於不同觀點與應用，在不悖離本發明的構思下進行各種修改與變更。另外，本發明的附圖僅為簡單示意說明，並非依實際尺寸的描繪，事先聲明。以下的實施方式將進一步詳細說明本發明的相關技術內容，但所公開的內容並非用以限制本發明的保護範圍。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.
本發明的應用共分為三個階段，包括飛機識別階段、降落前的應用階段以及停靠過程的確認階段。本發明將對這三個階段的應用方式做說明。其中，本發明所稱的飛機是指以民航機場應用為例，然而本發明並不限制於此，而能應用於任何的航空器。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.
參閱圖1所示，為本發明的航空器的識別系統應用架構示意圖。本發明的航空器的識別系統透過接收「廣播式自動回報監視(ADS-B)」的飛機自動傳輸資訊以及國際民航組織(ICAO)的飛機資料庫(ICAO DB)，加以整合後，能提供給機場營運系統90，或機場其他周邊的系統，例如：空橋停靠系統91、機坪管理作業系統92、飛航資訊顯示系統93、地勤管理系統94、或目視停靠導引作業系統95…等。然而，本發明並不限制於這些應用。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).
在廣播式自動回報監視(ADS-B)的資訊中，飛機的自動傳輸資料通常包括 ICAO ID(或稱國際編號)、航班編號、高度、速度、經度、緯度等資料。不同的資料項目可能包含於不同的傳輸信息中，但所有信息傳都會包含 ICAO ID 這個欄位。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 (或稱國際編號) 等於是飛機的身分證，它是國際民航組織 (International Civil Aviation Organization，簡稱 ICAO) 對所有飛機所給的一個編號，每一台飛機都有一個唯一的編號，即 ICAO ID，或稱國際編號。國際編號(ICAO ID)是一個包含 3 位元組(byte)的內容，若以 16 進位制的文字形式來表示，所以可用 6 個字元(bit)來表示，例如 ‘7B93C2’，即表示其內容為 01111011 10010011 11000010 。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.
飛機資料庫 (以下簡稱 ICAO DB) 是把所有的飛機，列出國際編號(ICAO ID)、飛機的識別編號 (又稱機尾編號，以下簡稱機尾號)、機型／型號(model/type)以及飛機的擁有者所組成的資料庫。飛機的識別編號，亦即航空器註冊編號（Aircraft registration），或稱「機身編號」、「機尾編號」（tail number），指的是民用載人航空器在使用前向一國的民航管理機構註冊所獲發的編號，就如同汽車有車牌號碼一樣，各國有其首碼(prefix)，例如中華民國的首碼為B，後面編碼為五個數字，例如B12345。在這資料庫中，只要有國際編號(ICAO ID)欄位，就可以從此資料庫中，關聯出機尾號、機型/型號，並了解此飛機的擁有者。到 2018 年為止，全世界所有的飛機數量大約在 14 萬架左右。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.
如圖1及圖2所示，機場營運資料庫902（Airport Operational Database，以下簡稱AODB）記錄與機場營運有關的資料。各家機場可能會因為營運需求不同而有相異的 AODB 記錄。 儘管如此，AODB 通常都會包含有飛機到達與駛離的航班資訊，提供給旅客查詢飛機的到場與離場狀態。一般也稱此系統為飛航資訊顯示系統（Flight Information Display System，以下簡稱 FIDS）。該飛機到達及駛離的航班資料，通常會包括航班編號、預定到達/駛離時間、飛機所屬的航空公司及對應的起飛或到達地點等。該資訊通常也會在機場內的顯示看板或機場網頁上提供給旅客。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.
航班編號是機場內對飛機管理的主要識別代號，例如中華航空 的CI0008、CI0501、CI0503…等，或長榮航空的BR809、BR828、BR2891…等 。根據航班編號，機場就可以知道那家航空公司的飛機，何時到達或駛離，是那一種機型/型號(例如波音B777-300ER，空中巴士A330-200、A330-300)以及停靠在那一個停機位等。旅客也是根據航班編號來了解對應飛機的狀況，準點或取消或延誤，到那一個登機口登機等。機場的地勤人員通常也是根據航班編號來處理行李、停靠空橋，機內清潔等服務作業。目視飛機導引系統也是根據此一資訊，了解飛機預定到達時間，何種機型來執行飛機停靠的導引作業。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.
由於機場營運資料庫（AODB）902的航機相關資訊，通常是由航空公司所提供。例如航空公司會針對其所屬的航班編號，除了提供到達駛離的資訊外，還會提供機型/型號的資訊。通常航空公司對於所屬航班編號的飛機，並不會固定用那一架飛機來服務，所以機場或旅客通常不需要對特定航班編號的飛機，知道確切是那一架飛機，大致上了解到該飛機是屬於那一種機型/型號就夠了。所以對機場營運資料庫（AODB）902而言，基本上不會記錄飛機的國際編號(ICAO ID) 或機尾號等資訊。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.
然而，航空公司給機場的有關於航班編號的相關資訊，例如機型/型號資訊可能是錯誤的。錯誤的來源可能是航空公司因為飛機調度或配合運量而更改飛機型號，但這個資訊並未即時更新於機場營運資料庫（AODB）內。當機場營運資料庫（AODB）的機型資料是錯誤的時候，可能就會衍生以下問題：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:
問題一、機場的停機位安排可能不適合。對機場而言，不同停機位的大小可能是不同的，有些停機位只適合停幾種機型的飛機。當飛機機型/型號改變時，原先規劃的停機位可能不再適合。但若機場營運資料庫（AODB）並不知道該預定飛機的機型/型號已經改變時，或知道的時機已經太晚時，就可能會對機場在停機坪的調度上會產生困擾，增加作業成本甚至影響飛航安全。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.
問題二、地勤服務的不方便。由於飛機的地勤資源，包括行李處理資源、人力清潔資源等，與飛機的大小也就是機型/型號有關。當飛機機型/型號改變時，可能意味著相關的服務資源也要對應地調整。而機型資訊的太晚更新或甚至錯誤，可能會導致相關人力資源的調度錯亂。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.
問題三、目視飛機導引系統的誤失。目視飛機導引系統是根據地勤人員輸入機型/型號來引導飛機到其正確的停靠位置。地勤人員的輸入機型通常是參考機場營運資料庫（AODB）內的機型/型號做輸入，那麼不對的機型可能會將飛機引導到錯誤的停靠位置，有可能造成碰撞或其他飛安問題。雖然，部分目視飛機導引系統具有檢核飛機機型的能力，可以顯示錯誤資訊並停止導引，以避免飛航安全問題，但卻增加了人力作業成本，降低導引效率，也延長了旅客停等的時間。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.
根據以上所描述的問題，如果機場營運資料庫（AODB）內的機型/型號資訊是正確的，或者是能夠提早發現錯誤而及早更新，那麼將可以避免或減少以上不方便的情形發生，不但可以增加飛航安全，也可以提高機場服務的效率。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.
本發明就是將機場營運資料庫（AODB）902的航班編號結合ADS-B飛機自動傳輸資訊，再勾稽飛機資料庫（ICAO DB）30資訊，從而能夠在飛機抵達機場前，即可知道飛機的機型/型號，可以作為機場營運資料庫（AODB）902或機場其他相關服務資料庫的資訊更新，進而提供正確的飛機機型/型號資訊。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.
本發明還利用了ADS-B飛機自動傳輸資訊的高度、速度資訊，自動地及早提供飛機即將降落的資訊，可用於適時提供相關地勤服務人員做相關服務的準備，增加人員的服務效率，減少在機坪等待飛機的時間。該資訊也可以用於 FIDS 系統，顯示飛機即將降落的資訊，提高機場服務的資訊便利性。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.
本發明還利用了飛機自動傳輸資訊的速度、經度、緯度資訊提供給目視飛機導引系統95。該系統即可以根據飛機所在的位置，檢查該飛機的 ICAO ID 或機型是否與預期中的資訊相符合，即可作為機型/型號的功能。在目視飛機導引系統中，還可利用所得到的機尾號，顯示於其 LED 屏上，讓機師很明確的知道該飛機是否停在正確的停機坪上。The invention also uses the speed, longitude, and latitude information of the aircraft to automatically transmit information to provide the visual
關於以上的效益，都需要將飛機的航班編號與飛機自動傳輸資料的勾稽比對來完成，相關的技術作法說明如下：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:
關於飛機自動傳輸資料，其中以 ADS-B 的資料為主。到 2018 年為止，全世界的飛機裝置有 ADS-B 發射器設備的比例已經高達 97%，預估到 2020 年以前，所有飛機將都會配備有 ADS-B 發射器的設備，也就是說，所有的飛機都將主動傳輸出 ADS-B 的資料。以下將以 ADS-B 資料替代飛機自動傳輸資訊。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 資料是一串固定長度的資料，其中都包含有 3 位元組的國際編號(ICAO ID)的資料，而根據資料的編碼，可能會傳送航班編號或速度、高度或經緯度等資料。ADS-B資料以大約每秒一次的頻率持續傳送。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 原始資料(row data)，舉例如下： @000014B19100200012B002927F; @000014B1F136200012B002927F; @000014C082AE2800071E72FC5F; @000014FC6EE68D7810885897046E8DC1226253B0; @000015D6531E8D781088F8230006004878772EB9; @0000160B6B708D781088E1071E000000002B4FD3; @00001654A7A88D7810889909172E7004451D7FC2; @00001655ADE65D781088FF2BDF; @0000165DCF4A5D781088FF2BDD;ADS-B original data (row data), for example: @000014B19100200012B002927F; @000014B1F136200012B002927F; @000014C082AE2800071E72FC5F; @000014FC6EE68D7810885897046E8DC1226253B0; @000015D6531E8D781088F8230006004878772EB9; @0000160B6B708D781088E1071E000000002B4FD3; @00001654A7A88D7810889909172E7004451D7FC2; @00001655ADE65D781088FF2BDF; @0000165DCF4A5D781088FF2BDD;
ADS-B原始資料(row data)，經過解碼(decode)舉例如下 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,,0,0ADS-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
ADS-B 資料的可接收距離，與所使用的接收器品質有關，在無遮蔽的環境下，通常都可以達到 300至500 公里的範圍內。如果以一套簡單的 ADS-B 接收器來接收此資訊，大致上可以輕易的接收到 200 公里內飛行的飛機資訊。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.
由於接收到的 ADS-B 資料量相當大，尤其對於航務頻繁的機場，其資料量將更大。對於這些大量的資料，必須有一個機制可以快速將它過濾，否則就會讓系統一直在處理無關的資訊上，浪費許多時間，並影響系統的即時性。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.
本發明將介紹一個方法，可以快速有效率的處理大量 ADS-B 的資料，以達到資料處理的效率。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.
如表一所示，本發明首先建立「對照表與資料鏈表」，或簡稱對照表(conversion table)。對照表的結構為 256 個儲存結構，每一個結構包括一個資料筆數欄位及一個指標欄位。指標欄位指向一個即時飛機狀態儲存區。如下表：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:
表一 對照表與資料鏈表
當讀到飛機的國際編號(ICAO ID)時，直接取此國際編號(ICAO ID)的第三碼，由該第三碼的數值(一個位元組的內容從 0 到 255，共 256 種數值) 直接讀到對照表的對應位置。例如國際編號(ICAO ID)為 780A36，取第三碼 “36”。根據該位置的資料筆數判斷，如果該筆數為0 時，表示同樣國際編號(ICAO ID) 第三碼的資料並不存在，也就是該國際編號(ICAO ID)尚未存在資料暫存表中。如果該資料筆數不是 0，表示已經有相同第三碼的國際編號(ICAO ID)資料已存在，此時就必須利用指標欄位，到資料暫存區找到第一筆類同資料。資料暫存區也是一個資料結構，結構如下：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:
表二：飛機 ICAO ID 與 航班編號的關聯表(association table)
表二的欄位包括：資料旗標，ICAO ID (1,2)，下一筆資料指標，飛機狀態，航班編號、機尾號，機型，高度，速度，經度，緯度，停等秒數。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.
各欄位說明如下：The description of each field is as follows:
資料旗標：記錄此資料結構是否使用中；Data flag: record whether this data structure is in use;
ICAO ID(1,2) ：紀錄該飛機 ICAO ID 的前兩碼；ICAO ID(1,2): record the first two codes of the aircraft’s ICAO ID;
下一筆資料指標：具有相同 ICAO ID(3) 的下一筆資料。其中 ICAO ID(3) 表示 ICAO ID 的第三碼；Next data index: The next data with the same ICAO ID(3). ICAO ID(3) represents the third code of ICAO ID;
飛機狀態：紀錄飛機與航班資料間的狀態 (例如，無關，相關航班等代碼)；Aircraft status: record the status between the aircraft and the flight data (for example, irrelevant, related flight codes, etc.);
航班號：機場營運資料庫（AODB）的飛機航班號；Flight number: the flight number of the aircraft in the Airport Operations Database (AODB);
機尾號：飛機資料庫(ICAO DB)的機尾號；Tail number: the tail number of the aircraft database (ICAO DB);
機型 ：飛機資料庫(ICAO DB)的機型；Type: Type of aircraft database (ICAO DB);
高度、速度、經度、緯度：由ADS-B 傳入的最新高度,速度,經度及緯度；Altitude, speed, longitude, latitude: the latest altitude, speed, longitude and latitude passed in by ADS-B;
停等秒數：未收到 ADS-B 資料的秒數。該資訊若一段時間沒有持續進來，表示該飛機已經熄火或離開，可據以刪除該資料項目。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.
另外建立一個資料表，表三，提供給機場系統的應用端。由於機場的應用系統大都以航班編號來管理飛機，所以需要一個簡單資料表，以航班編號為主欄位來提供給機場應用系統查詢。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.
表三 航班編號資料表
其中，航班編號：機場營運資料庫(AODB)中的航班編號；Among them, flight number: the flight number in the airport operations database (AODB);
ADS-B 狀態：分成未讀入，運作中及已關閉 3 種；ADS-B status: divided into three types: unread, in operation and closed;
ICAO ID：國際民航組織給予飛機的唯一編號，或稱國際編號；ICAO ID: the unique number given to the aircraft by the International Civil Aviation Organization, or international number;
機尾號：飛機資料庫(ICAO DB)中的飛機機尾號；Tail number: the tail number of the aircraft in the aircraft database (ICAO DB);
機型/型號：飛機資料庫(ICAO DB)中的機型/型號；Model/model: the model/model in the aircraft database (ICAO DB);
另外，表二中 ADS-B 的資料表會隨著飛機離開或關閉一段時間後，不再發送 ADS-B 信號就將該筆資料刪除，以免持續的資料匯入造成資料過度膨脹而影響 ADS-B 信號的處理效率。雖然如此，機場的應用系統可能仍須保有航班編號所對應的相關飛機資料。表三的資料表剛好可以滿足這樣的需求。在航班班表有效期間，通常是當天中有效，表三的資料表都會一直保存著，即使飛機已經離開。因為一天的航班數是固定的，表三並不會因為 ADS-B 的大資料量而使容量變大。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.
表三的資料運作方式為：The data operation mode of Table 3 is:
步驟a：對機場應用單位而言，它們只要在需要的時候查詢該航班的狀態即可，並不像飛機自動傳輸資料以快頻率方式不停的傳送，所以允許以航班編號搜尋到對應的資料列再去查詢取得其他資訊。對於靜態資料例如機尾號、機型/型號等資料則可以由此表直接取得。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.
步驟b：當 ADS-B 信號收入，建立表二的航班資料的同時，也建立表三的資料，同時 “ADS-B 狀態”的欄位由“未讀入”改為“運作中”。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".
步驟c：當航機已經關閉 ADS-B 發射器一段時間後，表二中的 ADS-B 資料列會被刪除，在刪除的同時，將航機的靜態資料保存在表三資料表中，供其他系統查詢。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.
根據上面表三的資料結構設計，要從航班編號查詢相關資料時，是先找到對應的航班編號，並找到國際編號(ICAO ID)。然後，由此找到的國際編號(ICAO ID)，再由 表二找 到飛機由 ADS-B 發出來的相關資訊。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.
請參閱圖2，接下來說明如何用 ADS-B 資料與機場營運資料庫（AODB）的航班編號建構一個有效率的機場運作系統。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.
第一階段：飛機識別階段The first stage: aircraft recognition stage
第一階段是飛機還在遠端，例如在 300 公里附近，已經進入 ADS-B 設備可偵測區內，此時機場營運資料庫（AODB）902內尚無相關 ADS-B 的資料，所以此時屬於資料建構階段。資料建構的主要工作就是把航班編號與 ICAO ID 關聯起來起來，也就是把上面的表一與表二中的資料建立起來。建構資料的過程如圖3A至圖3C的流程圖。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.
在此階段，航空器的識別系統會一直收到不同飛機的 ADS-B 資料傳入，航空器的識別系統可以根據 ADS-B 信號的種類，只挑取通報 “航班資料” 的封包來處理，而捨去其它類型的封包。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.
當收到一航班編號封包後，先比對該國際編號(ICAO ID) 是否已經處理過了，因為 ADS-B 資料會不斷的傳送進來，航班編號的封包會不斷被收到，所以必須先判斷是否已經處理過，以免使用過多的運算資源，造成處理系統過重的負擔。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.
本發明使用的對照表比對法就是一種能快速過濾重複處理的演算法。直接經由表一的資料位置比對，可以經由幾個運算步驟，就輕易判斷出該 國際編號(ICAO ID) 是否已經被處理過，這個演算法可以快速的過濾掉重複進來的資料。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.
當找到一新的國際編號(ICAO ID) 時，就先行比對該航班編號是否是屬於機場的航班。這可以將此航班編號與機場當期的所有航班比對即可知道。一般而言，機場航班的數量大都在 2,000 筆以內，而且只需比對一次，所以這個比對速度上是可行的。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.
若該航班是屬於機場內的航班，此時即需要進一步比對 ICAO 資料庫。到 2018 年為止， ICAO 資料庫內的飛機約有 14 萬筆，資料庫內容參考表四，所以比對上需要一些技巧，不適合逐一比對。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.
表四、ICAO 資料庫(部分)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, , Egyptian 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 EgyptTable 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
有幾個做法可以改善比對的效率，包括篩選資料庫本身，把不會應用的機場的飛機先剔除，留下可能的航機。這可能可以將資料量減少到剩下原來的 5% 到 10% 的筆數。另外就是以 Index 方式，採用 binary search 方式的比對方法，這都可以更快速的找到該 國際編號(ICAO ID) 的飛機資料。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).
一旦找到飛機資料後，就可以將表二及表三中的相關飛機資訊的欄位把它建立起來。也就是把航班編號、國際編號(ICAO ID)、機尾號及機型資料把它關聯起來。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.
當 國際編號(ICAO ID) 與航班編號關聯起來後，即已完成本發明的資料建構階段。如圖2所示的階段一，此階段，本發明已經可以做一些機場管理上的應用，以下為可能的應用方式：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:
應用方式a：可以依據正確的機型/型號資料，檢查機型是否有變更，以及早做停機坪位置的安排。Application method a: According to the correct model/model data, check whether the model has been changed, and arrange the apron location early.
應用方式b：根據新機型的地勤作業人力、機具需求，及早做相關資源的調配。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.
應用方式c：更新目視飛機導引系統，以使用更新後的機型做導引。Application method c: Update the visual aircraft guidance system to use the updated model for guidance.
應用方式d：及早通知航空公司的飛機維修單位有關來機的機尾號資訊，飛機維修人員可以因而知道是那架飛機執勤，而做必要的準備工作。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.
其它相關應用也可因此受益，包括提早機型顯示給 飛航資訊顯示系統(FIDS) 或相關系統等。Other related applications can also benefit from this, including early display of aircraft to the Flight Information Display System (FIDS) or related systems.
第二階段：降落前的應用階段Stage 2: Application stage before landing
請參閱圖2，第二階段的應用是在飛機即將降落或剛降落不久後的應用。因為許多機場的地勤服務都是在飛機停靠後才開始的，地勤人員由於需要服務眾多的航班，所以不可能在飛機降落前就太早前往機坪，消耗太多時間在飛機等待上。當然，地勤人員也不能太晚到機坪，造成飛機在等待服務的情形，基本上這在機場服務上是不允許的。所以地勤人員需要的是能即時對飛機提供服務。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.
在以往的作業上，地勤人員會根據機場的機場營運資料庫(AODB)所提供的飛機預定到達/駛離時間，以預估飛機需要提供服務的時間。但是機場營運資料庫(AODB)902並非很精準，所以地勤人員必須保留更早的時間前往機坪等待，這當然也就拉長了等待時間而降低了人員的效率。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.
目前有 ADS-B 的網站，例如 flight radar，利用 ADS-B 的資訊，配合 GIS的圖資顯示，可以顯示飛機的即時位置，這提供地勤人員一個更能精準預測飛機到達時間的方法，也是部分的地勤人員目前所倚賴的資訊來源。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.
但是這樣的資訊獲得方式仍有以下幾個缺點。第一、這些網站所提供的飛機是一個廣範圍的飛機群，不會只限於特定機場的航班，所以必須有經過過濾，通常是需要一個專人去點選該網頁中特定的飛機圖標，然後得到該圖標對應的航班編號即機型資料等。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.
若依照網站提供飛機動態的方式，對於不同的地勤單位，都需要有專人來確認飛機，然後整理出標的飛機的資訊來提供實際提供服務的人員。機場作業通常是 24 小時的，所以人員也要全天候輪班，不但人力資源需要更多，而且也可能造成人為操作的錯誤，也會增加不同執勤人員間的聯繫成本。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.
本發明所提供的方法，可以大幅改善現行作業方式的缺點，以自動化方式提供地勤服務人員即時的相關資訊，減少或取代需要專人整理飛機動態資料的需求。藉由本發明所提供的方法，可以開發一個系統，依據各地勤單位的需要，顯示其所需要的資訊。例如以下的應用範例：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:
對於機場的空橋操作單位而言，操作人員會針對全機場或機場內特定的機坪區域提供空橋操作服務。當飛機停靠完成時，需要將空橋駛向飛機，以方便旅客從飛機上離開。當飛機準備起飛時，也需要將空橋撤離，讓飛機駛離。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.
針對空橋停靠作業而言，操作人員要在飛機停妥於機坪前，先在機坪等待，一旦飛機停妥後，立即操作空橋靠上飛機。所以操作人員需要精準掌握那台飛機何時會停到那一個停機坪上，以便能及時提供服務。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.
本發明所提供的方法，可以從機場營運資料庫(AODB)902內得知飛機的航班編號及停靠機坪資訊，再根據 ADS-B 的資訊，可以知道該航班的高度資訊，當高度值降為 0 時，就表示飛機已經著陸，此時即可以不同形式或顏色顯示在畫面上，告知操作人員可以開始前往機坪，飛機即將到達，藉此提供即時資訊。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.
當然，依照操作人員的準備所需時間，可以調整發出告示提醒的時機，例如飛機高度在 300 公尺時就發出告警等。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.
針對地勤服務人員而言，他們要在飛機停妥後，放置輪檔固定飛機位置，然後將機內的行李送到行李轉盤讓旅客提領，以及清潔機內空間等工作。這些都需要精確了解飛機到達時間，以讓人員能夠適時地提供相關服務。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.
如同空橋操作人員一般，若利用本發明提供的方法，當飛機處於某一種狀態下，例如高度低於 500 公尺時，系統即可通知固定輪檔的工作組員就需前往機坪待命。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.
當飛機高度低於一定高度或降落後，此系統可以通知目視飛機導引系統95開始執行飛機導引作業。這樣可以在適當時機執行飛機導引工作，也同時可以傳送正確的飛機機型、國際編號(ICAO ID) 及機尾號等資訊給導引系統。正確的機型資料可以使導引系統在飛機識別上不需要依賴經由傳統的外觀輪廓掃描方式即可直接得到正確的機型。When the altitude of the aircraft is lower than a certain altitude or after landing, the system can notify the visual
當飛機停妥後，此時飛機速度為零或已關閉 ADS-B 發射信號時，行李搬運人員即需前往機坪。飛機的速度資訊可以由 ADS-B 得到，並經由 國際編號(ICAO ID) 關連到對應的航班。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).
當飛機停靠妥幾分鐘後(依機型大小時間有異)，清潔人員即應準備進入飛機內開始清潔工作等。與上一應用做法相同，差別在於清潔人員派遣的時間不同而已。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.
其他應用還可以經由航班編號與 ADS-B ID 資訊的整合，得知某一航班目前的降落狀態，例如降落中，滑行中及停靠中等狀態。這些狀態也可以應用在機場內的飛航資訊顯示系統(FIDS)中顯示出來，讓接機的人員知道所等待的航班目前處於什麼狀態。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.
這些工作都可以透過航班編號與ADS-B 資訊的關聯，達到自動化及節省人力以及更多資訊揭露的效益。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.
第三階段：停靠過程的確認階段The third stage: the confirmation stage of the docking process
第三階段的應用是在飛機進入停機坪的階段。在這個部分的應用，主要是用在飛機辨識工作上。如果飛機因為各種因素，可能停到錯誤的停機坪上時，會引起機坪管理上的錯誤或可能因為機型差異而有造成碰撞等飛安危害的可能。在這階段比對系統已經可以提前告訴目視飛機導引系統95，相關的國際編號(ICAO ID)、機型、機尾號及航班編號等資訊。導引系統此時不但可以顯示機型，甚至也可以顯示機尾號，用以提醒機師使其避免誤將飛機停靠在錯誤的機坪上。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
針對飛機誤闖的避免，依照本發明可以提供的解決方案，說明如下。首先，當飛機到達停機坪的階段，對目視飛機導引系統 (AVDGS)95來說，它已經及早從機場營運資料庫902或導引中央電腦資料庫中得知，該預計停靠的飛機的航班編號、國際編號(ICAO ID)，機尾號、機型等資訊。目視飛機導引系統95即可在其導引顯示器上，顯示預計停靠的飛機機型及機尾號，以告訴駕駛該機坪所要停靠的飛機。飛機駕駛若能看見顯示的機尾號，即可很清楚的知道該飛機是否停到正確的機坪，便可以及早修正，不要誤入此機坪。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
在以往的技術及應用裡，目視飛機導引系統通常只顯示機型，而該機型是由機場資料庫根據預定或修正後的航班資訊，該機型有可能會因為機場資料庫的資訊或現場操作人員的誤植而是錯誤資訊，所以必須靠目視飛機導引系統(AVDGS)以飛機外觀的特性來做飛機辨識作業。而且，以飛機外觀來辨識，只能做到機型辨識，無法完全確定該飛機是否為標的飛機。例如，同樣是 A320 的飛機，如果誤闖停機坪的話，便無法只靠外觀檢查出是否錯誤的飛機停入停機坪。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.
以此技術來改善的話，目視飛機導引系統(AVDGS)95可以事先顯示飛機機型/機尾號提醒機師，那麼機師誤闖的機會就更低了。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.
對目視飛機導引系統(AVDGS) 來說，如果配合此技術，當飛機進入停機坪區域時，目視飛機導引系統(AVDGS)95可以設定一個區域範圍。當飛機的經度/緯度資訊進入此區域時，可以根據所收到的飛機國際編號(ICAO ID) 號碼，比對導引系統事先告知的 國際編號(ICAO ID) ，看兩者是否符合，如果兩者符合的話，表示這即是標的飛機，即可以略過辨識過程，直接進入導引作業，而且不會有機型誤導的問題。如果比對的飛機國際編號(ICAO ID) 是錯的，則可以斷定是飛機誤停，發出相對的告警或採取適當的措施。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.
在判斷飛機的經緯度位置及 國際編號(ICAO ID) 上，依照本作法，也不需要在每一個終端點建置一套 ADS-B 的接收設備。只要導引系統的監控軟體能夠持續取得 ADS-B 伺服器的資料，比對它所屬的各停機坪導引設施的位置區域及預定停靠的飛機的國際編號(ICAO ID)，當發現異常時，再以告警命令通知該停機坪設備，發出適當告警資訊即可。此做法如圖4示意圖。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.
在圖4的架構中，很明顯的目視飛機導引系統並不需要在每一個停機坪都要建置 ADS-B 的接收能力或運算設備，它只需要建立一套本發明所揭示的 ADS-B 伺服器即可。這樣的架構設計可以節省許多的硬體建置成本，也可以使原先純粹導引的設備，不需要經過太多的系統改變就可以達到應用 ADS-B 作飛機識別的工作。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.
對應於上述的方法，本發明還提供一種航空器降落及停靠過程的識別系統，包括：一接收器10、一讀取裝置20以及一儲存裝置40。接收器10用以接收飛機自動傳輸資訊的資料並解碼，其中每筆資料至少包括一飛機的國際編號、航班編號、高度、及速度；，讀取裝置20用以讀取國際民航組織(ICAO)的飛機資料庫30，以取得飛機的國際編號及對應的機尾號、機型／型號以及擁有者；儲存裝置40用以儲存一對照表以及一關聯表；其中所述對照表具有256 個儲存結構，其中每一個所述儲存結構包括一資料筆數欄位及一指標欄位，所述指標欄位指向一個即時飛機狀態儲存區；其中所述關聯表至少包括下列欄位：資料旗標，國際編號第一至第二碼，下一筆資料指標，飛機狀態，航班編號、機尾號，機型，高度，及速度。讀取裝置20在本實施例中為ADS-B伺服系統。飛機資料庫30可以是預先由國際民航組織(ICAO)獲得，飛機資料庫30可以是預先設置於ADS-B伺服系統內，或獨立地儲存在任一儲存器內，例如硬碟、或另一台電腦…等。儲存裝置40在本實施例中，可以是設置於ADS-B伺服系統內，或者是獨立的另一台電腦、或伺服器…等。Corresponding to the above method, the present invention also provides an aircraft landing and docking process identification system, including: a
先前技術有利用，飛機已經進入停機坪階段，才開始利用其發出的 ADS-B 信號，由其國際編號(ICAO ID) 開始找飛機資料庫(ICAO DB)，再據以得出機型及機尾號等資訊。這樣的方式會需要每一個目視飛機導引系統 (AVDGS)的設備都要配置有能力讀取飛機資料庫(ICAO DB)並加以比對，如此勢必增加每一個目視飛機導引系統 (AVDGS)的設備複雜度，需要有儲存飛機資料庫(ICAO DB)的空間或要能有即時連線能力到飛機資料庫(ICAO DB)。而且也會增加目視飛機導引系統 (AVDGS)處理的複雜度，進而影響其執行導引作業的效能。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.
當飛機進入導引區域的時候，才開始做 ADS-B 的資料識別，顯然無法事先預防性的提醒機師相關的機尾號等訊息，相對的就減少了預防錯誤的機會。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.
本發明的其中一有益效果在於，透過本發明的航空器的識別方法，能充分結合機場的航班編號資訊以及 ADS-B 資訊的整合應用，並提供出一種快速處理 ADS-B 資料的演算法，使可以做到能及時處理大量 ADS-B 資料的能力。藉此能夠查詢機場內各飛機即時動態，並知道該個別飛機的基本資料及即時運作狀態。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.
藉由本發明的航空器的識別系統架構來處理 ADS-B資料一方面可以在處理性能及設備上，使用較優規的設備，以達到充分處理 ADS-B 信號的效果。另外在集中處理的配置上，也可以大幅降低終端設備配置的複雜性，同時也不會去加重終端設備處理的工作量，不需要更改太多終端設備的處理功能，讓既有系統只需要透過與 ADS-B 伺服器連線，便可以輕易擴充它的效益，是本發明在架構上的一個優點。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.
此外，機場的營運通常包含許多特定功能的系統，而各系統也可以根據其需要，選擇是否與 ADS-B 伺服器連線，這樣提供了各系統使用上的彈性，也增加了 ADS-B 訊號被應用的靈活度。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.
以上所公開的內容僅為本發明的優選可行實施例，並非因此侷限本發明的申請專利範圍，所以凡是運用本發明說明書及圖式內容所做的等效技術變化，均包含於本發明的申請專利範圍內。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:接收器 20:讀取裝置 30:飛機資料庫 40:儲存裝置 90:機場營運系統 902:機場營運資料庫 91:空橋停靠系統 92:機坪管理作業系統 93:飛航資訊顯示系統 94:地勤管理系統 95:目視停靠導引作業系統 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
圖1為本發明航空器的識別系統與機場既有系統的應用架構圖。Figure 1 is an application architecture diagram of the aircraft identification system of the present invention and the existing airport system.
圖2為本發明航空器的識別系統的三階段的應用示意圖。Figure 2 is a schematic diagram of the three-stage application of the aircraft identification system of the present invention.
圖3A至圖3C為本發明航空器的識別系統的資料建構流程圖。3A to 3C are flowcharts of data construction of the aircraft identification system of the present invention.
圖4為本發明航空器的識別系統與目視飛機導引系統的運作架構圖。Figure 4 is a diagram of the operational architecture of the aircraft identification system and visual aircraft guidance system of the present invention.
10:接收器 10: receiver
20:讀取裝置 20: Reading device
30:飛機資料庫 30: Aircraft Database
40:儲存裝置 40: storage device
90:機場營運系統 90: Airport Operation System
902:機場營運資料庫 902: Airport Operation Database
91:空橋停靠系統 91: Air bridge parking system
92:機坪管理作業系統 92: Ramp Management Operation System
93:飛航資訊顯示系統 93: Flight Information Display System
94:地勤管理系統 94: Ground handling management system
95:目視停靠導引作業系統 95: Visual docking guidance operating system
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| US20040032367A1 (en) * | 1999-03-05 | 2004-02-19 | Smith Alexander E. | Method and apparatus for improving the utility of a automatic dependent surveillance |
| CN1664877A (en) * | 2005-03-07 | 2005-09-07 | 张积洪 | Airplane berth plane type automatic identification and indication system |
| TW201510484A (en) * | 2013-09-13 | 2015-03-16 | Unibase Information Corp | Guiding method for aircraft docking process |
| TW201703000A (en) * | 2015-04-10 | 2017-01-16 | 安全門國際股份公司 | Aircraft identification |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040032367A1 (en) * | 1999-03-05 | 2004-02-19 | Smith Alexander E. | Method and apparatus for improving the utility of a automatic dependent surveillance |
| CN1664877A (en) * | 2005-03-07 | 2005-09-07 | 张积洪 | Airplane berth plane type automatic identification and indication system |
| TW201510484A (en) * | 2013-09-13 | 2015-03-16 | Unibase Information Corp | Guiding method for aircraft docking process |
| TW201703000A (en) * | 2015-04-10 | 2017-01-16 | 安全門國際股份公司 | Aircraft identification |
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