Note: Descriptions are shown in the official language in which they were submitted.
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Description
Docking system for airport terminals
The invention relates to a docking system for
airport terminals, having a positioning apparatus by
means of which an aircraft can be guided to a parking
position appropriate for its type, and which has a
video device by means of which the aircraft can be
detected as it approaches the airport terminal and has
an evaluation unit by means of which it is possible to
evaluate data which are supplied to it by the video
device and relate to the form and the movement of the
aircraft.
DE 40 09 668 Al discloses a procedure in which
a video camera is used to detect a two-dimensional
image, which is passed to the evaluation unit.
The invention is based on the object of
developing the known docking system in such a manner
that it can be used even in adverse environmental and
weather conditions with an extremely high operational
reliability, sufficient for the operation of airports.
This object is achieved according to the
invention in that a template set for each different
type is stored in the evaluation unit, which set
contains at least three, preferably five, specific
templates for all types of aircraft or outline sections
of the relevant type, and in that the at least three,
preferably five, specific outline sections of the
aircraft which is approaching the airport terminal can
be determined, and can be compared with the stored
template sets, in the evaluation unit, from the input
signals from the video device.
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According to the invention, a docking system is
provided for airport terminals, which has a
comparatively low level of installation complexity and,
furthermore, allows safe airport terminal operation,
which can very largely be automated. Precise detection
of the type of aircraft approaching the airport
terminal is ensured even if the entire contour of the
approaching aircraft cannot be detected by means of the
video device, for example because there are
obstructions in the parking area or ramp area of the
airport terminal.
A monochrome camera has been found to be a
particularly suitable video device for implementing the
docking system according to the invention and its
positioning apparatus.
The objective focal lengths of the video device
should advantageously be 16 or 25 mm.
Adequate detection of the aircraft approaching
the airport terminal is ensured if the video device is
arranged approximately aligned with the center line of
the airport gate, preferably at a height of
approximately 9 m.
The type of aircraft approaching the airport
terminal can be detected with a comparatively low level
of complexity if a sequence of gray-shade images
produced by the monochrome camera can be read to the
evaluation unit, the individual gray-shade images in
the sequence can be spatially filtered in order to
extract' gray-shade edges, the sequence of gray-shade
images can be filtered in the time domain in order to
produce moving images, and a mask can be produced from
the moving images, defining areas for subsequent
segmentation.
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The evaluation unit should expediently have a
Sobel filter for spatial filtering of the gray-shade
images, and for filtering the gray-shade images in the
time domain.
Two engines, the windshield and two landing
gear legs have been found to be outline sections which
are particularly specific to the aircraft contour of
each type, in which case these five specific outline
sections or templates expediently form a tempate set
which is defined for the respective aircraft type and
is stored in the evaluation unit.
Trajectories of the templates or specific
outline sections of the aircraft contour can be used as
the basis to determine the present position of the
aircraft as it approaches the airport terminal.
When the docking system according to the
invention is implemented and installed completely, in
particular its positioning apparatus, it is possible to
allow all the processes required for docking of the
aircraft, in particular the docking of the bridge to
the aircraft, to be carried out automatically. In this
case, it is possible for the video device to have only
one video camera.
In a particularly advantageous manner, the
pixel processing described above as well as the
detection of the type of aircraft approaching the gate
of the airport terminal can be used for a docking
system for airport terminals by each gate having a
docking station subsystem which is connected via a
communication network to a central working position,
has an airfield situation monitoring and processing
segment, at least one advisor and guidance display
segment, a data and status handler segment having at
least one video camera for each center
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line of the gate, and at least one ground operation
panel segment, and to which an auxiliary subsystem is
connected, by means of which information relating to
aircraft models and the gate can be entered in the
docking station subsystem.
The docking station subsystem expediently has
an advisor and guidance display segment for each center
line of its gate.
A particularly advantageous refinement of this
advisor and guidance display segment is achieved if a
microprocessor is provided which controls the display
elements and converts display commands into indications
by the display elements.
A refinement of the docking station subsystem
according to the invention and of the docking system
according to the invention which is less complex in
terms of equipment and design is achieved if the data
and status handler segment of the docking station
subsystem runs on the same hardware as the airfield
situation monitoring and processing segment, and if the
communication between the docking station subsystem and
the central working position takes place via the
communication network, and the processes within the
docking station subsystem are coordinated by means of
the data and status handler segment.
In a development of the docking system
according to the invention, the data and status handler
segment and the airfield situation monitoring and
processing segment of the docking station subsystem may
be arranged in one housing.
Expediently, the data and status handler
segment and the airfield situation monitoring and
processing segment may run on a hardware basis
comprising a PC motherboard and the video signal
processing equipment.
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If the design of the docking station subsystem
for the docking system according to the invention
provides for the data and status handler segment and
the airfield situation monitoring and processing
segment to be arranged outside the actual gate, it is
also possible to arrange the advisor and guidance
display segment in the housing jointly used by the two
abovementioned components, as well.
In a further specific embodiment of the docking
system according to the invention, the docking station
subsystem is designed such that it allows advisor and
guidance displays to be transmitted to a screen in the
cockpit of an aircraft which is approaching the gate.
This mode of operation may be used instead of operation
of the advisor and guidance display segment, or may be
provided in addition to operation of this advisor and
guidance display segment.
It is also possible to arrange the airfield
situation monitoring and processing segment in a
housing with the video camera.
For transmission of data between the airfield
situation monitoring and processing segment and the
data and status handler segment of the docking station
subsystem, it is expedient for the airfield situation
monitoring and processing segment to have an associated
digital signal processor in which the originally analog
video signals are converted into digital signals before
they are passed to the input line to the data and
status handler segment.
The auxiliary subsystem which is associated
with the docking station subsystem of the docking
system according to the invention preferably has an
aircraft model output, a gate installation planner, a
calibration unit and a validation and diagnosis tool.
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The communication network of the docking system
according to the invention is advantageously in the
form of a high-speed network using the asynchronous
transmission mode, by means of which originally digital
signals and originally analog signals converted into
digital signals, for example video signals, can be
transmitted.
The ATM high-speed network may advantageously
have at least one network adapter in the form of a
SICAN-ATMax 155-PM2.
The docking station subsystem of the docking
system according to the invention is systematically and
expediently broken down into a ground area monitoring
and processing segment, a gate area control segment, a
gate schedule segment and a gate data handler segment.
The ground area monitoring and processing
segment advantageously has an airfield monitor and an
airfield situation processor, which is connected by
means of an interface to the gate schedule segment.
The gate area control segment of the docking
station subsystem of the docking system according to
the invention has airfield ground lighting, an advisor
and guidance display, a ground operation panel, a
luxometer and a gate area processor which runs on a PC
platform to which the airfield ground lighting, the
advisor and guidance display, the ground operation
panel and the luxometer are connected, and which is
connected by means of an interface to the gate schedule
segment.
The gate data handler segment should
advantageously have a calibration support and static
data handler, which run on a PC platform and are
connected by means of in each case one interface to the
gate schedule segment.
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The gate schedule segment of the docking station
subsystem of the docking system according to the invention
has gate management and a monitor.
In accordance with this invention, there is
provided a docking system for airport terminals, having a
positioning apparatus as part of a gate operating system for
an airport terminal, by means of which an aircraft is guided
to a parking position appropriate for its type, and which
has a video device by means of which the aircraft is
detected as it approaches the airport terminal and has an
evaluation unit by means of which it is possible to evaluate
data which are supplied to it by the video device and relate
to the form and the movement of the aircraft, in which a
template set for each different type is stored in the
evaluation unit, in which the template set contains at least
three specific templates for all types or outline sections
of a relevant type, and in that the at least three specific
outline sections or templates of the aircraft which is
approaching the airport terminal are determined, and are
compared with the stored template sets, in the evaluation
unit, from the input signals from the video device, in which
case trajectories of the templates or specific outline
sections are used as the basis to determine a present
position of the aircraft as it approaches the airport
terminal, wherein a sequence of gray-shade images is read
into the evaluation unit, the individual gray-shade images
in the sequence are spatially filtered in order to extract
gray-shade edges, the sequence of gray-shade images is
filtered in the time domain in order to produce moving
images, and a mask is produced from the moving images,
defining areas for subsequent segmentation.
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The invention will be explained in more detail in
the following text using exemplary embodiments and with
reference to the drawing, in which:
Figure 1 shows a basic illustration of the docking
system according to the invention, and its integration in an
airport network;
Figure 2 shows a basic illustration of an aircraft
approaching a gate of an airport terminal;
Figure 3 shows a basic illustration of the method
for finding an aircraft outline of an aircraft approaching a
gate;
Figure 4 shows a sequence for searching for the
aircraft outline of the aircraft approaching the gate, and
for initiation of tracking and following of the aircraft
found;
Figure 5 shows a data flowchart of the docking
system according to the invention and its integration in the
communication network of an airport;
Figure 6 shows a basic illustration of the major
components of the docking system according to the invention;
Figure 7 shows a first embodiment of a docking
station subsystem of the docking system according to the
invention;
Figure 8 shows a second embodiment of the docking
station subsystem of the docking system according to the
invention;
Figure 9 shows a third embodiment of the docking
station subsystem of the docking system according to the
invention;
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Figure 10 shows a systematic segment structure of
the docking system according to the invention;
Figure 11 shows a ground area monitoring and
processing segment
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GAMPS of the docking station subsystem illustrated in
Figure 10;
Figure 12 shows a gate area control segment GACS
of the docking station subsystem illustrated in Figure 10;
Figure 13 shows a gate data handler segment GDHS
of the docking station subsystem illustrated in Figure 10;
Figure 14 shows a gate schedule segment GSS of the
docking station subsystem illustrated in Figure 10;
Figure 15 shows a schematic overview of an
arrangement of the docking guidance system according to the
present invention in relation to other systems of an
airport;
Figure 16 shows a software structure of the
docking guidance system according to the present invention
configured for large airports having multiple terminals;
Figure 17 shows a software structure of the
docking guidance system according to the present invention
configured for mid-sized airports;
Figure 18 shows a software structure of the
docking guidance system according to the present invention
configured for small airports;
Figure 19 shows a preferred architecture of a
central control device of the docking guidance system
according to the present invention;
Figure 20 shows an overview of a preferred
embodiment of a Siemens Docking Guidance System (SIDOGS);
Figure 21 shows an exemplary screen display of a
central control device of the SIDOGS of Figure 20; and
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Figure 22 represents a preferred calibration
system for calibrating the angular field and/or position of
a TV camera or video camera of the docking guidance system
according to the present invention.
An airport terminal 2 integrated in an airport
network 1 as shown in principle in Figure 1 is equipped with
a docking system by means of which a connection to the
interior of an aircraft 3 can be produced via a bridge.
In order to position the aircraft 3 correctly for
the docking process at the airport terminal 2, all the
gates 4 of the airport terminal 2 each have an associated
positioning apparatus, by means of which the aircraft 3 that
is intended to be docked can be guided to a stopping or
parking position 5 appropriate to its type.
To this end, the positioning apparatus has a video
device 6 which is in the form of a monochrome camera and by
means of which the aircraft 3 can be detected as it
approaches the gate 4 of the airport terminal 2, an
evaluation unit 7 by means of which data supplied to it from
the video device 6 and which relate to the form and movement
of the aircraft 3 can be evaluated, and a display 8 by means
of which a pilot of the aircraft 3 can be provided with
information which is required to move the aircraft 3 to the
intended parking position S.
Since the parking position 5 differs depending on
the type of approaching aircraft 3, the positioning
apparatus first of all has to determine the type of
aircraft 3 that is approaching. To do this, the video
device 6 is used to produce gray-shade images onto which
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the aircraft 3 that is approaching the gate 4 is
mapped. By means of the video device 6, a sequence of
gray-shade images, showing different positions of the
aircraft 3 that is approaching the gate 4, are read to
the evaluation unit. Evaluation of this sequence of
gray-shade images within the evaluation unit allows
moving edges to be detected, which correspond to the
outline of the aircraft 3 that is approaching the gate
4. This is done firstly by using spatial filtering, by
means of which the spatial edges in the individual
gray-shade images are found. Filtering in the time
domain is used to extract edges which move over time,
so that it is possible to distinguish between moving
and stationary objects. This makes it easier to
determine an aircraft outline from the gray-shade
images. Each type of aircraft has a specific aircraft
outline which, for its part, has specific outline
sections or templates, in which case, for selecting
suitable templates, a template set may be formed, to
provide examples of the respective types of aircraft.
This template set may contain three, or preferably
five, individual templates.
A template set is stored within the evaluation
unit 7 for each type of aircraft. The aircraft contour
determined for the aircraft 3 approaching the gate 4,
or the template set resulting from this, is now
compared with the template sets stored within the
evaluation unit, with the type of aircraft 3
approaching the gate 4 of the airport terminal 2 being
determined as the result of this comparison operation.
This type has a specific associated parking position 5.
Details are now indicated on the display 8 to allow the
aircraft captain or pilot to move his aircraft 3 to
this parking position 5.
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The aim of the following text is to describe in
detail how edge operators in physical space are used to
extract the stationary gray-shade edges from the gray-
shade images, in order to obtain the aircraft contour.
A Sobel operator can advantageously be used for
this purpose, which is not derived from a
mathematically closed form. This Sobel operator has the
following forms:
Form 1: -1, -2, -1
0, 0, 0
1, 2, 1
Form 2: -1, 0.1
-2, 0.2
-1, 0.1
Form 1 extracts edges located horizontally in
the gray-shade image, and form 2 extracts edges located
vertically in the gray-shade image. This is done by
means of a weighted first derivative in the respective
coordinate direction under consideration. Both Sobel
operators have been applied to the gray-shade image,
and their results have been linked alternately by
pixels:
bZl.i.i + b22,i.i
bi.i - -
-,f2
Moving edges can be extracted not only by
considering a gray-shade image, but also by considering
a time sequence of gray-shade images. The filter cores
therefore have to have a time dimension. Not only
filter cores which have only one time dimension, but
also filter cores which have time and space dimensions
were investigated.
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A Laplace filter, a Mexican hat operator or a
HildrethMarr operator and a Sobel operator have been
found to be particularly expedient as filter cores, in
the latter of which the concept of a two-dimensional
edge filter which operates with a weighted first
derivative was expanded to three dimensions. This
results in the following operator core in three
dimensions, of size 3 x 3 x 3:
-1, -1, -1
-1, -8, -1
-1, -1, -1
t = 0
0, 0, 0
0, 0, 0
0, 0, 0
t = 1
l, 1, 1
1, 8, 1
1, 1, 1
t = 2
Filtering using the Sobel filter produced the
best results for both the spatial and time edges.
Figure 3 shows the fundamental program sequence
for determining the aircraft contour.
A gray-shade image sequence which has been
recorded by the video device 6 is passed via a video
input to the evaluation unit 7. There, this gray-shade
image sequence is subjected to spatial filtering, by
which means spatial edge filtering of the respective
gray-shade image is carried out. The result of this
spatial edge filtering represents the magnitude of a
Sobel operator in the x direction and y direction,
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and is stored. This spatial edge filtering is used to
extract gray-shade edges, which are available as an
intermediate result.
Time-domain edge filtering of successive gray-
shade images is carried out in the time-domain
filtering which follows the spatial filtering. The
result of this time-domain edge filtering represents
the magnitude of a Sobel operator expanded by the time
direction, and is stored. An intermediate result is
once again available as the result of the time-domain
edge filtering.
The thresholding which follows the time-domain
filtering is used to produce a binary image from the
gray-shade image. The digitization threshold is defined
by the variable threshold value. For gray shades below
this threshold value, a low value is entered in the
output binary image, and a high value is entered in it
for values which are equal to or exceed the threshold
value. The thresholding provides a further intermediate
result.
The thresholding is followed by the functional
stage of dilatation, in which the binary image produced
in the course of thresholding is subjected to
dilatation with a size of one pixel, that is to say all
those areas which have a gray level greater than zero
are enlarged by one pixel at their boundaries. The
functional stage of dilatation provides an intermediate
result, which corresponds to the mask or outline
contour of the aircraft 3 approaching the airport
terminal 2 or its gate 4.
The aircraft contour is positioned by means of
the method whose principle is illustrated in Figure 4.
In this case, it is assumed that the aircraft 3 that is
approaching the gate 4 of the airport terminal 2 will
turn in at the latest at a predetermined minimum
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distance from the parking position in the region of the
gate 4, and that the aircraft captain or pilot will in
the process orient himself approximately on the center
line of this gate 4. To do this, a catchment position
is defined on this center line. A search area is
defined around this catchment position, in which area
the, features that define the aircraft contour or the
aircraft type are searched for. The defined size of
this catchment area depends on the permissible lateral
error for the aircraft 3 that is approaching the
gate 4.
The individual templates which form the
template set for an aircraft type must be chosen such
that they are not invariant with respect to
displacement and, furthermore, have a high contrast in
the sequence of gray-shade images. Furthermore, the
selected features or templates must be highly tolerant
to external influences, such as lighting and weather.
The following features and individual templates have
therefore been chosen for the aircraft types so far
included in the form of template sets:
The. two engines, the windshield and the two landing
gear legs. An individual template set is produced for
each aircraft type by means of these individual
templates.
The aircraft 3 is now looked for around the
position defined in the ramp area. Since the aircraft 3
is a rigid body, a fixed arrangement of the features
being looked for can be predetermined, and these
features may appear distorted only due to the
orientation of the aircraft 3 with respect to the video
device 6. For this reason, it is desirable to find an
optimum or elastic grid. In order to achieve this aim,
the system looks for the maximum cross-covariance value
in a defined search area around each template. The sum
of all the cross-covariance values is a measure of
whether the aircraft type has been found. By using an
elastic grid, it is also possible in the process of
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"position determination" that follows later to
determine the orientation
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of the aircraft 3. This orientation information may in
turn be used for better tracking.
The search is carried out in the spatial Sobel-
filtered image, which reproduces the gray-shade edges
and is thus considerably less sensitive to lighting
influences than the basic edge image. In comparison to
other operators, the spatial Sobel-filtered image has
the best edge contrast with the best noise suppression.
The position of a template is determined by
shifting the template over the edge image until the
similarity measure assumes a maximum. The cross-
covariance is used as the similarity measure for this
purpose, since this forms better maximum/environment
contrast than cross-correlation and has a better
maximum-to-noise ratio than Euclidean distance.
The data flowchart illustrated in Figure 5
shows how individual functional components of the
docking system according to the invention communicate
with other functional components of this system and
with further functional components of an airport
control system outside the actual docking system. Since
many of the terms used in the figures can be expressed
meaningfully only in the English language, the original
German text of the patent does not include any German
translation of the individual terms that occur in the
figures described below, although the major components
of the invention are expressed in the German language
in the German form of the following text, and are
related to the English-language expressions and
abbreviations.
Figure 5 is subdivided into a first phase and a
second phase, as is shown by the dotted boundary lines
in Figure 5. The lower part, which describes the first
phase, of Figure 5 is the major element
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for the docking system according to the invention,
since the major functional elements of the docking
system itself are illustrated there while, in contrast,
the upper part of Figure 5 shows a central working
position (CWP) of an airport, which is connected to the
docking system according to the invention and, for its
part, is related to the airport control system via a
central monitoring and surveillance system interface
(CMSI) and a user defined interface (ITDI).
In the illustration in Figure 5, the docking
system according to the invention is broken down into
four functional units. First of all, a functional unit
comprising a docking status/data handler (DSH) and
calibration support (CS) are provided there. This
functional unit receives central control signals,
database updates and monitoring and surveillance data
relating to the respective gate (gate i CMS data) from
the CWP. From this functional unit DSH, CS the CWP
receives status details relating to the respective gate
(gate i statuses), live video signals from this gate
(gate i live video) and central monitoring and
surveillance data relating to this gate (gate i CMS
data).
The functional unit DSH, CS has a calibration
input and an output to a calibration display.
Furthermore, the functional unit DSH, CS outputs
recorded video sequences as well as control signals for
the airfield ground lighting (AGL control). The DSH
operates together with a further functional unit,
namely the airfield situation processor (ASP) on a PC-
based system. The functional unit ASP receives from the
DSH of the functional unit DSH, CS
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control signals for the ASP (ASP control),
initialization data and black-and-white video data (B &
W Video Data). The DSH of the functional unit DSH, CS
receives from the functional unit ASP tracking results
as well as ASP check results.
Furthermore, data relating to the gate
configuration are entered in the functional unit DSH,
CS while, in contrast, said functional unit outputs
data relating to the docking process (docking log
data).
As a further functional unit, the docking
system according to the invention has a gate operation
panel (GOP) from which transfer data are entered in the
functional unit DSH, CS, and which receives transfer
,.15 data from the functional unit DSH, CS. Furthermore,
operation commands and test commands are entered in the
GOP, while the GOP outputs the docking status, test
results and an aircraft type table.
An advisor and guidance display (AGD) is
provided as a further functional unit of the docking
system according to the invention, which enters self-
test results in the functional unit DSH, CS and
receives from this functional unit data to produce the
characters for the display information (display
information character generation data). The AGD outputs
guidance and verification signals and test patterns.
As can be seen from Figure 6, the docking
system CS according to the invention in principle has
three partial operating systems, namely a docking
station subsystem (DSS), a central
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controller working position subsystem (CWPS) and a
communication network subsystem (CNWS). The DSS
contains all those system segments which are arranged
at the gates. The CWPS comprises a display and control
system which is based on a workstation and is provided
in a central control room at the airport. The CNWS is
the network which connects these two subsystems to one
another, in order to transmit data between these
subsystems.
An auxiliary subsystem (AuxS) associated with
the DSS contains a number of auxiliary functions, for
example the production of new aircraft models, the gate
configuration and maintenance.
The DSS is connected on the one hand to the
airfield situation, and on the other hand to the
maintainer, calibrator, bridge personnel, ground
personnel, (co-)pilot and the AGL. The gate specifier,
the aircraft model specifier, the installation
personnel and the research department can be connected
to the DSS via the AuxS.
The CWPS of the docking system according to the
invention is on the one hand connected to the
administrator, the maintainer, the supervisor and the
controller, while on the other hand it is connected to
the central monitoring and surveillance system, to the
airport database, to user defined gate systems, to the
AGL, to time reference systems and to a surface
movement guidance and
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control system (SMGCS).
The DSS controls two or more central lines or
center lines for the gate. Two center lines or central
lines can be controlled by one DSS, provided the two
are mutually dependent and/or provided the one cannot
be used while the other is in use.
As can be seen from Figures 7, 8 and 9, the DSS
has four different segments:
the airfield situation monitoring and processing
segment (ASMPS);
the advisor and guidance display segment (AGDS); if
there are two mutually dependent central or center
lines, a second AGDS may be required, depending on the
configuration and/or arrangement of the central or
center lines at the gate. The AGDS contains an
integrated microprocessor, which controls the display
elements and converts display commands into displays;
the data and status handler segment (DSHS) with one or
two video cameras for each central line or center line;
the number of video cameras for each central line or
center line depends on the aircraft types which may
dock at the respective gate; the DSHS runs on the same
hardware as the ASMPS. It provides the communication
between the DSS and the CWPS via the CNWS, and
coordinates the processes within the DSS.
The gate operator panel segment (GOPS) is a
microprocessor-based system having a
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small keyboard or keypad and a liquid crystal display
LCD, which transmits only the input data to the DSHS
and outputs the data from the DSHS to the LCD.
Three different embodiments of the docking
station subsystem DSS differ essentially by the
arrangement of the ASMPS and DSHS.
A first embodiment, illustrated in Figure 7,
provides for the ASMPS and the DSHS to be arranged in
the same housing together with and at the same location
as the AGDS, as can be seen from the double line
surrounding said segments in Figure 7.
The ASMPS and the DSHS run on a PC motherboard
and on the video processing equipment which includes,
for example, a so-called frame grabber; interface
elements are provided to the GOPS 1 to 4, to the AGDS 1
and 2, to the auxiliary interface and to the CNWS, but
without any mechanically operating parts.
The auxiliary interface can be used, for
example, to calibrate the video camera 9 and the
further video camera 10, or to test the DSS. If the DSS
is operated on its own, the auxiliary interface may be
used to input the gate configuration and the aircraft
database, or to output recorded video sequences. The
AGDS has a simple microprocessor and three, or possibly
four, LED arrays. The simple microprocessor provides
the communication with the DSHS and controls the LED
arrays.
RS 232, RS 422 and RS 485 type interfaces, or
interfaces based on optical links, may be used as the
interface between the DSHS and the GOPS 1 to 4 or the
AGDS 2. An RS 232 type interface may be used
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as the interface between the DSHS and the AGDS.
The second version or embodiment of the docking
station subsystem illustrated in Figure 8 has a common
housing just for the ASMPS and the DSHS, as can be seen
from the double line which surrounds the two segments
in.Figure 8. These two segments are arranged separately
from the other equipment in an equipment room. The AGDS
is, furthermore, arranged in the outer gate area, of
course. It can be seen from this that the interfaces
between these segments differ from those in the first
embodiment. The interface between the AGDS and the DSHS
now corresponds to the other RS 232, RS 422 etc. type
interfaces.
A video monitor 11 and a keyboard or keypad 12
are now provided instead of the auxiliary interface,
and can carry out the functions of the auxiliary
interface provided in the first embodiment.
In the third embodiment of the DSS illustrated
in Figure 9, the ASMPS is accommodated inside a housing
13 or 14, respectively, of the video camera 9 or 10,
respectively. The required software runs on a digital
signal processor, which transmits the aircraft position
digitally to the DSHS. The DSHS may be in the form of a
PC or microprocessor board of relatively low
performance. In principle, it is also possible to
accommodate the DSHS in a housing with the AGDS or the
AGDS 2.
The major difference between the described
embodiments is the arrangement of the hardware that
forms the ASMPS and the DSHS. There are more minor
differences in the auxiliary interface and in the
interface between the AGDS and the DSHS.
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The first embodiment requires the capability
for the hardware that forms the ASMPS and the DSHS to
operate in outdoor environmental conditions.
The advantage of the first embodiment is that
it involves only a minimum level of installation
complexity. The interface between the AGDS and the DSHS
has a simple configuration. On the one hand, the
reliability may be greater since less installation
complexity is involved and since no mechanically
operating equipment parts are required but, on the
other hand, operation is required in outdoor
environmental conditions; this reduces the reliability,
even if cooling or heating measures are provided.
The auxiliary subsystem which is used as the
auxiliary system AuxS is required to start and to
maintain the system during system installation and
during system maintenance. It includes an aircraft
model editor (AME), a gate installation planner (GIP),
a calibration tool (CT), a validation and diagnosis
tool (VDT) and a maintainer support tool.
The AME may be installed on a separate PC. In
the second embodiment of the DSS, the aircraft model
may be transmitted by means of a floppy disk to the
operating system, while in the first and third
embodiments it may be transmitted by means of a laptop
PC and the auxiliary interface. If all the isolated
systems are connected by means of a network, such data
can be integrated via the CWPS.
The GIP produces a hard-copy installation plan
and the gate configuration on a disk. The gate
configuration may
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be entered in the operating system in the same way as
the aircraft models.
The VDT may run on a separate PC. The data may
be entered in this PC via the auxiliary interface if
the system is isolated, or may be input via the CNWS
and CWPS. In the second embodiment of the DSS, the VDT
may also run on the isolated system.
The CT supports the calibration process with a
graphics display. The calibrator can carry out the
calibration interactively. The calculated calibration
data remain in the DSS.
The CNWS may be in the form of an ATM network,
in which at least one switching unit may be provided. A
UNI 3.1 or UNI 4.0 should be used for signaling.
155 Mbit/s or 25 Mbit/s adapters may be used, depending
on the bandwidth requirements. The distances which can
be achieved depend on the transport medium: monomode
fibers for long distances, multimode fibers for medium
distances, or twisted double wires for short distances.
The advantages of such a high-speed ATM network
are that long distances are possible, no
electromagnetic interference occurs, DC isolation is
provided, a guaranteed bandwidth is ensured between two
data end points, and a guaranteed delay is ensured
between two data end points.
The CWPS may run on a PC system using the
Windows NT operating system. Furthermore, a Video-HW-
ProVisionBusiness and an ATMax 155-PM2 ATM adapter from
SICAN GmbH are preferably used as the hardware
components.
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In the DSS illustration chosen in Figure 10,
the subsystem level illustrated in Figures 7 to 9 has
been omitted; based on the illustration in Figure 10,
the DSS has the following segments:
a ground area monitoring and processing segment
(GAMPS);
a gate area control segment (GACS);
a gate schedule segment (GSS),
a gate data handler segment (GDHS),
a communication network segment (CNWS);
a central working position segment (CWPS); and
an auxiliary functionalities segment (AuxS).
The GAMPS illustrated in Figure 11 has airfield
monitoring (AM) and an airfield situation processor
(ASP). This supports the following functions: frame
grabbing, calculation of the display information from
the position data which is provided by the ASMPS,
processing of the airfield situation, calculation of
real-world positions, and video recordings.
The GAMPS assists the GSS in investigating the
airfield situation during the docking sequence. It
provides self-test and calibration information as well
as video images for
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calibration of the GSS. In addition, the GAMPS supplies
the AuxS with recorded video sequences.
The GACS comprises the airfield ground lighting
(AGL), the advisor and guidance display (AGD), the gate
operator panel (GOP), the luxometer (LM) and the gate
area processor (GAP), in which case the GAP runs on a
PC platform to which the AGL, the AGD, the GOP and the
LM are connected.
The GACS supports the following
functionalities:
Measurement of the light intensity in the area of the
gate,
Switching for the AGL,
Display of guidance and verification details for the
aircraft pilot and display of test patterns for the
ground personnel, with one or two AGDs being provided,
Input of operating and test commands by the ground
personnel via one to four GOPs, output of test results
and docking status to the ground personnel via the GOP,
self-testing all parts of this segment, and
communication and data interchange with the GSS.
The.GACS has to measure the light intensity in
the gate area, and has to convert this into dark or
light information. The GACS converts the GOP inputs and
forwards them to the GSS. On the other hand, the GACS
receives commands from the GSS, interprets them, and
passes the corresponding display information to the AGD
and to the GOP, switches the AGL on or off, and tests
the communication lines to the AGD and GOP.
The GDHS illustrated in Figure 13 has
calibration support (CS) and a static data handler
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(SDH), both of which run on a PC platform.
The main tasks of the GDHS are management of
the calibration process, management of the update to
the gate configuration, and storage of the gate
configuration and the aircraft types.
During the setting-up phase in isolated
operation, it reads the gate configuration data from a
file which has previously been produced by the GIP. In
network operation, it reads the data via the GSS from
the CNWS/CWPS, and stores this data internally.
The GSS illustrated in Figure 14 comprises the
gate manager (GM) and the watchdog (WD).
The main tasks of the GSS are to control the
action sequence within the signal, to supply the GAMPS
with calibration and aircraft data, to produce time
stamps and time inhibits, to trigger the monitor and to
interchange data with surrounding segments.
In isolated operation, the GSS provides the
information input and output for the GOP via the GACS.
In network operation, the interface to the CNWS/CWPS is
also controlled. The GSS transmits compressed live
video images and status information to the CNWS/CWPS.
Alternatively, the docking sequences may be controlled
via the CWPS. In this situation, the information input
and output for the GOP is interchanged via the GACS and
via the CNWS with the CWPS.
During the setting-up phase, system control is
passed to the GDHS. In network operation, the GSS
supplies the GDHS with the transmission of
configuration data via the CNWS/CWPS.
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During the calibration process, the GSS passes
system control to the GDHS. It transmits video images
from the GAMPS to the GDHS. It uses the GAMPS to verify
calibration data. When the gate configuration is being
updated, the docking mechanism is deactivated.
After the end of a docking sequence, the live
video signals for the last docking sequence can be
repeated either by means of the PC monitor, the
keyboard or keypad and the mouse in isolated operation,
or via the network on the CWPS in network operation. It
is impossible to initiate a docking sequence while a
recorded video sequence is being viewed.
Maintenance tests may be initiated through the
GOPS by the ground personnel or, controlled by the
CNWS/CWPS, through the GSS.
The GSS triggers the watchdog periodically;
otherwise, the watchdog resets the PC.
The CNWS provides the communication between the
CWPS and the GSS at the various gates, and vice versa.
It transmits commands, data and compressed video
images; the latter are transmitted only when
specifically requested.
The main tasks of the CWPS are:
Display of the planned and actual gate occupancy,
display of the status of a docking process for the
control center personnel, inputting of gate
configurations for a specific gate, inputting of new
aircraft models, data interchange with surrounding
systems, for example maintenance, flightplan data,
planned gate occupancies.
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The planned and the actual occupancy of gates
may be displayed graphically at any time. The global
picture can be split up into a number of smaller areas.
One panel with all the gates occupied and with the
associated calling symbols is shown. The control center
personnel can occupy a specific gate manually.
Information about a specific gate and live video
transmission may be selected. The planned data is shown
in a specific block diagram. The planned occupancy may
be changed or modified as required. The CWPS ensures
that any change does not contravene gate restrictions,
for example by aircraft types being assigned to a gate
which is unsuitable for such aircraft types.
The main functionalities of the AuxS are to
assist the specification of a gate, that is to say the
coordinates of the central line or center line and the
stopping position, aircraft types permissible for that
gate, the specification of new aircraft models, and
displaying the repetition of recorded docking sequences
for evaluation.
These functionalities may be carried out at a
separate workstation. The data transmission from and to
these functions is carried out by means of a disk or
some other medium, depending on the required capacity.
