VDGS Technical Description.pdf

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Airport Systems GmbH

Visual Docking Guidance System (VDGS)

Technical Description

VDGS

Technical Description Revision: 08.01.2002 Page 2

Visual Docking Guidance System (VDGS)

1 General

Automatic docking systems for airports are an integral part of flight safety equipment.Thus in designing such systems an appropriate stringent standard has to be applied.An aircraft docking system serves to guide the taxiing aircraft accurately along the laststretch of the apron until it stops in the intended parking position.

These systems must be simple to operate and appropriate for everyday traffic.Modern docking systems are computer-assisted and based on precise detection ofthe aircraft’s location. This equipment facilitates rapid, flexible reaction tomodifications in requirements or structural modifications in the airport apron area.Docking systems are distributed across the entire apron of an airport. To ensure thatthese systems are utilized effectively, it is desirable for them to be networked to adocking center with interfaces to further systems. In networking the docking systemsto the parking positions no data corruption is allowed. Especially in outlying areas datacables are often close to power cables, which may cause interference. To guaranteedata security it is essential to use high-quality, standardized data transmissionprotocols. These protocols must recognize the corruption of data occurring as theresult of interference and automatically trigger a repeat transmission. To avoidinterference along the data transmission route from the outset, in outlying areas andinner areas subject to strong interference, fiber optic cables should be used.

In the case of high traffic density at the airport or of CAT II/III conditions it is necessaryto ensure that the system will function as far as possible in the event of a fault. In thiscase it makes sense to duplicate data communication in outlying areas, for example.Thus in case of a fault the system can switch automatically to an alternativecommunication route.It is essential for software maintenance to be carried out throughout the life of thesystem by experts experienced in the field of airport technology. To guarantee this, allsoftware is developed in accordance with ISO 9000.

For surveillance purposes, the video images of each camera can be transmitted viacrossbars to surveillance monitors. Controlling devices for the crossbars andsurveillance monitors can be installed e. g. in the apron control area.

The VDGS of Honeywell Airport Systems GmbH is based on the requirements of theICAO, ANNEX 14, Part 5.3.20f and the Aerodrome Design Manual (Doc 9157-AN/901) Part 4, Visual Aids.The requirements for an automatic aircraft docking system described above alsodefine their main characteristics. They derive from a variety of regulations andrecommendations and are largely the result of experience and practice. In each casethe system design of a VDGS for an airport takes into account the particularcircumstances and will be prepared in close consultation with the user.

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2 VDGS Structure

Basically the Visual Docking Guidance System consist of an overall system,containing

l Subsystems:

Docking Position (DP), Central Control Unit (CCU),

Communication System (CS)

l Devices:

Optical Sensor System (OSS), Pilots Display Unit (PDU),

Manual Control Board (MCB)

This structure allows operation of the VDGS either manually controlled asindependent local systems or in conjunction with the Central Control Unit as remotecontrolled fully automatic system. All relevant data for the docking procedure likeONBLOCK and OFFBLOCK times are automatically recorded and transmitted via theCentral Control Unit to airports management systems for further processing.Among the docking information the PDU can be used to display texts controlled by theCentral Control Unit. Textures to be displayed have to be defined.

During operation in automatic mode no manual intervention is necessary because theCentral Control Unit is networked to the airport management system via the airportnetwork.All relevant information for docking procedures as e.g. aircraft type, gate number,arrival time are transferred to the Central Control Unit.

The connection to the individual docking positions is carried out as a link using a busstructure for communication.In this configuration the docking control center is able to control up to a maximum of280 docking positions.

As an option and to increase the safety by using a redundant communication, theconnection between Central Control Unit and docking positions can be carried out asan optical fiber ring.

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Figure 1: VDGS Basic Communication system

Docking Centre

1........7

RS485 RS485

Ethernet LAN

DockingPosition

DockingPosition

DockingPosition

DockingPosition

RS485

RS485RS485

RS4851

40

1

40

External Systems(FAIS)

Rep Rep

optional

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M H U B

RS232

U S V

Remote excess server

M H U B

USV

SU

PDU

PDU1 PDU30

1 ... 7 1 ... 7

TCP/ IP

LWL

RS232

LWL

RS485

LWL

RS232

SU

PDU

LWL

RS485

SU

PDU

PDU181 PDU210

LWL

RS232

LWL

RS485

LWL

RS232

SU

PDU

LWL

RS485

Figure 2: VDGS with redundant CCU and OFC-Communication (Optical Fiber Cable,(LWL))

Optional the connection of the individual docking positions can take place via aredundant fiber optic link. In this option up to 210 docking positions can be controlled.

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2.1 Docking Position

The local docking position consists of the Pilots Display Unit PDU, the Manual ControlBoard MCB and the Optical Sensor System OSS.If not centrally controlled, the local system can be set into operation by pre-selectingthe expected aircraft type with the MCB.

First the position designation in alternation with the aircraft type will be displayed inthe top line of the PDU. On approach the pilot realizes that the system is activatedand prepared for his aircraft.After recognition of the selected aircraft and to ensure the pilot that the system takesover control, the top section now displays in alternation aircraft type and <TRACK>.An aircraft symbol in the bottom area of the PDU indicates the position of the aircraftin relation to both the guidance centerline and the stop position. Now the pilot cancorrect exactly lateral deviations when he slowly approaches the stop position. Duringthis occurrence the display is constantly updated.Starting from a remaining distance of 30m to the stop point, instead of “Type/TRACK”distance values are shown digitally in the top row additional to the graphicalpresentation.The resolution of these values is increasing: down to 20m in 5m steps, 20m to 10m in2m steps and 10m to 2m in 1m steps.To enable a smooth and exact braking to the stop point, the remaining last meter isshown even in 0.2m steps. (0.8 - 0.6 - 0.4 - 0.2)On reaching the stop position the pilot receives the instruction <STOP>. To enhancehis attention, this command is underlined in red and is blinking as well.If the aircraft comes to a halt within the given tolerance, the message <OK> appearson the display, in case of overrunning the words <STOP TOO FAR> are shown on thePDU.When the aircraft has come to a standstill, the docking controller inside the PDUtransmits the ONBLOCK time to the central control unit, and the docking position isswitched to <PARKED> mode.

To get the exactly OFFBLOCK time, the system has to be activated to offblock-detection before the pushback procedure. In this phase the sensor continues tomonitor the aircraft’s presence. If the plane is pushed back to dock out, theOFFBLOCK time will be transmitted to the Central Control Unit before the system isswitched to <FREE> mode. This guaranties an exact fee calculation based on thegate block time.Each single docking position is equipped with a service interface using a standardRS232 protocol. This interface will be used to adapt the system to necessary changesof e.g. new defined stop points, changed guidance center lines etc. Further it is usedto read out the logbook which contains all relevant data of the last docking sequencesvia a standard laptop with a user-friendly menu driven software.For further details refer to (“VDGS Docking Position, Description and Operation”Honeywell Airport Systems GmbH)

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Figure 3: System Structure Docking Position

RS485 RS485RS485

Docking Controllerinside PDU

DC-ServiceTerminal

RS232

ManualControl Board Video Sensor

Pilot'sDisplay Unit

RS 485Interface

ImageProcessing Unit

Ethernet

Service

Optical Sensor System

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2.2 Pilot's Display Unit

The pilot’s display is designed with 5 LCD modules in 2sections. Due to the pixel technology each module permitsto display letters numerals and symbols as well. Thecharacter size of the display permits a reading distance ofapproximately 100m. To achieve an optimum of displayquality under all visibility conditions transflective foil is used.This foil combines two technical characteristics:trans (mitting) of light under dark conditions from the lightingunit inside the PDU and (re) flecting direct sunlight underbright and sunny conditions.The a.m. technology of the PDU allows a clear readablesurface in a wide affected angle, which enables the systeme.g. to serve 2 guidance centerlines with only one PDU.

If the pre-selected aircraft is detected, its current position is indicated by an aircraft symbolin the lower section. Lateral deviation from the guidance centerline and the remainingdistance to the stop point as well are represented in a clear understandable and readableway.Beginning from a distance of 30 meter to the stop point, the remaining distance to go isdisplayed additionally digital in the upper section of the PDU.

When the chocks are placed, as an option the message<CHOCK ON> can be displayed on the PDU by using aspecial switch installed at the apron and connected to theDocking Controller.

If further information for the pilot or to the ground staff arerequested, they can be given by the PDU as well. Examplesare: the parking position numbers, flight number, departuretime, time left until push back etc. To increase the number ofsigns for longer textures the upper section of the displayoffers the possibility of displaying two lines with smallercharacters.

For detailed technical data of the Pilots Display Unit seechapter 6

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2.3 Manual Control Board (MCB)

The Manual Control Board is planned to installeither inside the passenger bridge or outsideat the apron level. Via an RS485 interface theMCB is connected to the docking controllerinside the Pilots Display Unit where theassigned stop positions are stored as well.It permits manual operation of the local systemeven if this is linked to a Central Control Unit.

With 12 function keys up to 150 differentaircraft types can be easy pre-selected viamenu driven interface. The programmablefunctions of the keys are shown on the back lighted LCD display area contains four lineseach with 40 characters.

To prevent unauthorized use of the MCB, a key-operated switch is used. In case of usingmore than one MCB (the system can serve a maximum of 5 MCB’s at each dockingposition) the highest ranking key-switch position is shown on all MCB’s within the LCDdisplay.

11 LED’s represent actual functional status of the docking position as well as the status ofan ongoing docking procedure. In an emergency the docking procedure can be interruptedat any time by pressing the EMERGENCY STOP button. The PDU immediately shows thesignal ESTOP. After clarifying the situation and releasing the key the docking procedurecan be completed in the usual way.

A test function is can be activated for checking the basically functions of both the MCB andthe PDU.

For detailed technical data see chapter 6.

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2.4 Optical Sensor System

One part of the Optical SensorSystem is a digital video camerawith a resolution of 512 x 256 pixeland a high dynamic range of theintensity. The camera-recordedimage is transmitted to the ImageProcessing Unit (IPU) via a glassfiber connection. After processingand calculating the position of theaircraft, the result is transmittedback to the docking controller toarrange the corresponding graphicalrepresentation for the pilot. The IPUgenerates 15 data sets per second.This fact is sufficient for the accurate guidance of the aircraft even with a high approachingspeed.

To verify exactly the type of the aircraft, 3-dimensional templates are used. Thosetemplates describe all relevant criteria of the expected aircraft. This allows a recognition notonly from the front view of the incoming aircraft.

Because of multiple coincident criteria a partial covering of the aircraft e.g. by a Follow Mecar or by the passenger bridge is tolerated.

The distance between sensor and aircraft should not be less than 20m and the maximumdistance to the stop points should not exceed 50m. Varying installation requirements can beconsidered with individual installation solutions.

The apron floodlight should be as requested in the Aerodrome Design Manual (Doc. 9157-AN/901) part 4, Visual Aids chapter 13 to cover all VDGS functionality.The implemented aircraft types are listed in the document “Aircraft types for VDGS”,Honeywell Airport Systems GmbH. Additional types can be implemented upon request.

Video sequences of docking procedures can be stored optionally in the Image ProcessingUnit like a logbook function. In case of incidences this could be essential for a presentationof evidences.

For service purposes two terminals are provided: one Ethernet connection for e.g.configuration, implementation of new aircraft types etc. the other one is used for monitorand keyboard connection.

For detailed technical data see chapter 6.

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2.5 Docking Controller

The local system control is performed by the Docking Controller installed inside the PDU. Itprocesses the signals from both the Image Processing Unit and the Manual Control Board.The Docking Controller generates the graphical presentation on the Pilots Display Unit fromthe co-ordinates of the taxi guidance centerline specific to this docking position and co-ordinates of the incoming airplane generated by the IPU.The communication to the Central Control Unit is controlled from here as well.

The relevant data of the last docking procedures, such as time, date, fault reports, aircraftposition on taxi guidance centerline and actual distance from stopping point are stored sothat, in case of an accident, a docking procedure can be reconstructed.

In <LOCAL> and <REMOTE> mode of the docking position every manual intervention atthe Manual Control Board as well as every system and communication fault of the localsystem are stored locally and reported to the Central Control Unit.Only in <MAINTENANCE> mode the configuration, e.g. coordinates of stop points, of thelocal docking position can be changed. Local test without sending system messages to thecentral control unit can be done in this system status.If the docking position is in <LOCAL> or <MAINTENANCE> mode requests of the CentralControl Unit are ignored.

2.6 DC Service Terminal

The Docking Controller Service Terminal is the RS232 interface to a laptop and is used toset the system parameters after installation or in the event of a subsequent modification, e.g. if a new stop position has to be added to the system.

During system installation programs are called up via the service terminal, which permitcalibration of the taxi guidance centerlines and stop points through the sensor. During thisprocedure their co-ordinates are measured by using a calibration reflector positioned atvarious points along the taxi guidance centerlines.

Service functions and simulation of docking procedures can also be initiated and operatedfrom here.

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3 Central Control Unit

In the designated full automatic operation of the VDGS, the Central Control Unit gets therelevant information for all docking procedures from the flight information system (FIS) e.g.the aircraft type, docking time and gate no. (see “VDGS Interface Specification”, HoneywellAirport Systems GmbH.)The CCU then activates the local docking system and manages the complete datacommunication automatically.Only in the case of a communication problem between FIS and Central Control Unit anoperator has to control the CCU manually via the optical HMI (Human Machine Interface).It provides control of the entire local docking positions and displays the actual operationalstatus as well as faults and alarms. The main design objectives of this HMI are to keep thecontroller workload at a reasonable level and to help the controller to select correctcommand input.For details refer to (“VDGS Central Control Unit, Description and Operation” HoneywellAirport Systems GmbH)

Optionally the Central Control Unit can be carried out as a redundant working position.

Standards applied are:

l MOTIF user interface

l X11 graphic interface

l UNIX Operating System

By constructing the software in several functional modules it is possible to implement theCentral Control Unit in any chosen combination on one or more hardware platforms. Thecombination of modules is based on standard components, so that it is easy to replicateoperator work stations or link up airport management systems with the same standardinterfaces.

The software configuration is separated in two, the basic modules required for the generalfunctions of a docking center, and external system interfaces. These interfaces permitcustomer-specific linking of the docking center to any airport management system.

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4 Video Surveillance System (optional)

Among the functionality as a sensor for the docking guidance system the camera can beused to provide a visual access to the apron area at each docking position. A monitor canbe placed e.g. at apron control or at the maintenance area. Each Image Processing Unitcan be connected directly to a monitor or an input of e.g. a video crossbar. A control boardat the monitor locations allows the operator to switch each of the cameras to hissurveillance monitor. For the operators information the actual position designation can befaded into the picture. This is an ideal way to supervise the complete apron area easily onlyby additional monitor and crossbar, which must located at appropriate places inside theterminal building.

Text fade in

1 2 3 280

VideoMonitor

ApronControl

VideoControl Board

VideoCrossbar

VideoControl Board

RampControlVideo

Monitor

Figure 4: Video Surveillance System

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5 Installation

Usually PDU and sensor form one unit, but depending on local circumstances or technicalrequirements the sensor can be installed separately.

Preferably the pilot’s display should be mounted at the wall of the terminal building. Theadvantage is that there is no necessity for installing a pole in the apron area and the displaycan be architecturally integrated in the face of the building. Because it is a parallax freesystem it is not necessary to mount the display direct in the prolongation of the guidancecenterline. The standard mounting device for the PDU is a simply steel construction, whichhas to be screwed at the building. The display itself is fixed at the device with two clampsand can be aligned easily in the direction to the pilot. In the planning, the cameras 40°vertical and 40° horizontal field of view must be taken into account.

Depending on the requirements the Manual Control Board is installed either inside thepassenger boarding bridge or outside at apron level. It is connected via a data cable to thedocking controller in the Pilots Display Unit.

Figure 5: PDU with standard wall mounting device

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Figure 6: Standard Mounting Device

Depending on the local architectural circumstances, it could be necessary to use specialconstructions of mounting devices, which are available on demand.

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6 Technical Data

6.1 Video Sensor

Type Video camera Loglux HDRC inside weatherproof housingImage range 20-100mResolution 512 x 256 pixelRange resolution typical ± 0,2m up to 40mImage refreshing rate 15 HzOperating voltage 110 to 230V, 50-60 Hz, 5VAWeight approx. 4 kgDimensions (H x W x D) 105 x 105 x 350 mmTemperature range -40°C up to +60°CManufacturer Kamerawerk Dresden GmbH, Germany

6.2 Image Processing Unit

Industrial PC Dual processor 850 MHZ Memory 256 MByte Humidity 5 to 95% IEC 721 Part 3 Temperature range +5°C to +40°C Power 100 to 240V, 50-60 Hz, 300VA Weight approx. 7,5 kg Dimensions (H x W x D) 88 x 440 x 430 mm, 19”, 2 PU Manufacturer DSM, Germany

6.3 Central Control Unit

Processor SUN Blade 100, 500-MHz UltraSPARC-IIe 256-KB L2 External Cache

Memory 256 Mbyte, 2-GB maximum

Disk 15 GByte Graphic Resolution max. 1280 x 1024 pixel Interfaces Ethernet/Fast Ethernet, twisted pair standard

(10-BaseT and 100-BaseT) self-sensing Serial One D-sub 9-pin connector, asynchronous Parallel One D-sub 25-pin connector Other Four USB (Type A)connectors, two IEEE 1394 (6-

pin)connectors Expansion Bus Three 32-bit PCI slots, full-size, 33 MHz, 5/3.3 volt

Dimensions (H x W x D) 118 mm (4.6 in.) x 445 mm (17.5 in.) x 464 mm (18.3 in.) Weight 15.4 kgs (34 lbs.) AC power 100-120; 220-240 VAC, 47-63 Hz, 0.3 K VA Operating 5 to 35 degree C (40 to 95 degree F) IEC 60068-2-1, IEC 60068-2-2 Test Bb 10% to 93% relative humidity, noncondensing

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Nonoperating -25 to 65 degree C (-4 to 140 degree F)IEC 60068-2-1, IEC 60068-2-2 Test Bb

up to 93% relative humidity, noncondensing Operating acoustic noise 5.0 bels RFI/EMI FCC Class B, ICES-003 Class B, VCCI Class B, EN55022

Class B, BSMI Class B, EN61000-3-2, EN61000-3-3

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6.4 Pilots Display Unit

Technical LCD back illuminated, yellow or red on blackHousing Stainless steal with front door for maintenance

(optional: air conditioning unit)Protection IP65, saltwater resistantDimensions (H x W x D) 1450 x 1200 x 270 (520) mmWeight approx. 120 (150) kgPower 200 to 240V, 50-60 Hz approx. 1.0 (1.75) KWTemperature -40 °C up to +70 °CHumidity 5 up to 100% IEC 721 Part3

Front view of PDU with mountedcamera and additional frame

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6.5 Manual Control Board

Housing open frame or IP65Function keys 12LED 11Dimensions (H x W x D) 140 x 220 x 120 mmOperating voltage 24V (supplied from display unit)Temperature -40 °C up to +70 °CData interface RS 485 to docking controller

The base part (with cable gland) is used to screw the MCB with 4 screws e.g. at a wall.

140

22070

35

15

PG cable gland

Top panel with keys

Intermediate ring

Base part

Top fixing ring

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6.6 Cables

6.6.1 Connection PDU - MCB

Type UNITRONIC LiYCY (TP) 8x2x0,75Insulation specific insulation resistance >20 GΩMutual capacitance C/C approx. 120 nF/KM

C/S approx. 160 nF/KMCapacitance unbalanced (1kHz) approx. 300 pF/100mInductance approx. 0.65 mH/KmPeak working voltage 250VTest Voltage 1200VReference VDE 0814 (DIN 47414) resp. VDE 0812Temperature range -30 °C to +70 °CManufacturer LAPP Kabel Stuttgart, Germany

6.6.2 Connection CCU – PDU

Type HITRONIC A-DF (ZN) 2Y4G62,5/125Multimode Gradient Index

Core field diameter 62,5 µmSheath diameter 125 µmAttenuation coefficient at 850 nm ≤ 3,0 dB/KmAttenuation coefficient at 1300 nm ≤ 1,0 dB/KmBandwidth for 1 Km at 850 nm ≥ 200 MHzBandwidth for 1 Km at 1300 nm ≥ 500 MHzTemperature range -30 °C to +70 °CPermissible bending radius 20 x cable diameter (9.8 mm)Manufacturer LAPP Kabel Stuttgart, Germany

Documents

VDGS Technical Description.pdf