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Service and Capability-based Conflict Management Framework for U-space
Abstract
The safe integration of UAS into urban airspaces is one of the key challenges when establishing a UTM. A significant challenge to overcome is the detection and resolution of potential collisions. Such conflicts can occur for a variety of reasons and in different stages of the flight process, which makes them very complex to handle. A conflict management framework can make the overall process of conflict management more manageable. Existing frameworks have taken on this challenge, but neither are they extensive, nor do they apply to European legislation. This paper presents a draft for a framework compliant with the European U-space regulations, including the responsibilities of all involved actors. In addition, we expanded the framework to be adaptable to changes in regulations.
... The UTM can be divided into two phases, a strategic and a tactical one [7]. The strategic phase considers the entire planning process of drone flights until the departure of a drone. ...
... A central service in U-space is the UAS flight authorization service (U-FAS), which primarily performs functions in the strategic phase. The classification of the service in the overall drone management was already done in [7]. The scope of tasks includes the verification, authorization and activation of drone flights as well as the management and coordination of already authorized flight plans. ...
... As described in [7], the design and automation of the individual services in U-space is an important and central research topic in the UTM research field and thus supports the EU's demands to design these processes. In this context, central research questions can be derived, which need to be answered in this still very young research field. ...
The safe integration of unmanned aircraft systems (UAS) into urban airspace is one of the most important challenges in establishing UAS Traffic Management (UTM). The term U-space, which evolved from European UTM research projects, encompasses a set of services and procedures designed to enable the safe, efficient and sustainable integration of UAS into urban airspace. These services have not yet been sufficiently described, neither legally nor technically. One of these services is the UAS flight authorization service (U-FAS), which is intended to coordinate and manage flight authorization requests during the strategic planning phase of UAS flights. In a U-space, UAS operators are required to request flight authorization and activation from the UAS service provider (USSP) to obtain an approval for UAS operations in U-space airspace. By means of this flight authorization process, UAS integration is intended to be compliant with safety and regulatory requirements. Existing process models have addressed this challenge but are neither comprehensive enough nor compatible with the European legislation, the U-space regulation. This paper presents a BPMNbased workflow concept for a U-space compliant flight authorization and activation process that takes into account the minimum requirements for a UAS flight authorization service of current U-space frameworks. The focus in this paper is on the complete end-to-end process model from the submission of a
flight authorization request to the launch of the UAS.
... These contributions are being developed by a large number of companies and research institutions, such as in Hamburg [2] [3], or in research projects of the German Aerospace Center (DLR) [4]. Further work specifically addresses sub-areas of UAM research, such as urban airspace management [5] [6], trajectory and network simulation [7] [8], scheduling and de-conflicting [9] [10], and scientific consideration of potential vehicle designs [11] [12]. In addition, in the field of vehicle development, there is already a number of other projects and prototypes in various stages of development (including City Airbus, Volocopter, Lilium Jet, EHang and others) [13] [14] [15]. ...
Current technological developments open up the possibility of implementing airborne passenger transport in urban areas. The concepts for urban air transport are mostly based on so-called vertiports and vertical take-off and landing (VTOL) vehicles with rotary wings. Depending on the function of a vertiport in a network, various configurations are required, ranging from vertistops, over flex-ertiports, traffic hubs, up to maintenance hubs. The Vertiport project aims to develop a modular design for such vertiports and to implement the idea of function-oriented modularization in the construction domain. This paper presents the first implementation approach with exemplary application examples.
Die sichere Integration von Unbemannten Flugsystemen (Unmanned Aircraft Systems-UAS) in den bestehenden Luftverkehr ist eine große Herausforderung bei der Einrichtung eines Drohnenverkehrsmanagements in einem U-Space-Luftraum. Die sogenannte U-Space-Verordnung beschreibt verpflichtende U-Space-Dienste, die UAS-Betreibern helfen sollen, UAS sicher in den urbanen Luftraum zu integrieren. Einer dieser Dienste ist der UAS-Fluggenehmigungsdienst (U-FAS), welcher Fluggenehmigungsanfragen in der strategischen Planungsphase von UAS Flügen koordinieren und verwalten soll. Bisher existieren keine detaillierten Spezifikationen dieser Dienste. Dieser Beitrag stellt ein Konzept für einen automatisierten und U-Space-konformen Fluggenehmigungs-und Aktivierungsprozess vor, welcher die Mindestanforderungen an einen UAS-Fluggenehmigungsdienst aktueller U-Space-Rahmenwerke erfüllt.
The increasing demand for services performed by Unmanned Aerial Vehicles (UAVs) requires the simulation of Unmanned Aircraft System Traffic Management (UTM) systems. In particular, Pre-Flight Conflict Detection and Resolution (CDR) methods need to scale to future demand levels and generate conflict-free paths for a potentially large number of UAVs before actual takeoff. However, few studies have examined realistic scenarios and the requirements for the UTM system. In this paper, we focus on the Sendai 2030 model case, a realistic projection of UAV usage for deliveries in one area in Japan. This model case considers up to 21,000 requests for Unmanned Aircraft Systems (UAS) operations over a 13 hour service time, and thus poses a challenge for the Pre-Flight CDR methods. Therefore, we propose an airspace reservation method based on 4DT (3D plus time Trajectories) and map the Pre-Flight CDR problem to a Multi-Agent Path Finding (MAPF) problem. We study first-come first-served (FCFS) and “batch” processing of UAS operation requests, and compare the throughput of those methods. We analyze the air traffic topology of deliveries by UAVs, and discuss several metrics to better understand the complexity of air traffic in the Sendai model case.
These slides represent a revision of potential requirements for an implementation supporting Strategic Conflict Management within UTM. The full set of requirements presented here lay the groundwork for strategic deconfliction of UTM Operations from each other.
These slides DO NOT endeavor to provide generalized insight into UTM and are not intended to do so. It is assumed the audience for these slides is familiar with UTM concepts. For good introduction to UTM research, please see the initial NASA ConOps and the more recent FAA ConOps on UTM.
These are system-level requirements presented at a high level. Detailed requirements will be developed from this requirement set. Those more detailed requirements will be placed upon specific systems within UTM, such as the USS or FIMS. Architectural decisions may also be made based on this requirement set.
These slides are an important step in the formalization of UTM requirements including their validation through collaborative review.
Since we are early in this process, some of the concept of operations and the requirements are conflated, but this document should provide a clear picture of both aspects of the system description.
A number of methods have been proposed to automate air traffic
conflict detection and resolution (CDR), but there has been little
cohesive discussion or comparative evaluation of approaches. The paper
presents a survey of 68 CDR modeling methods, several of which are
currently in use or under operational evaluation. A framework that
articulates the basic functions of CDR is used to categorize the models.
The taxonomy includes: dimensions of state information (vertical,
horizontal, or three-dimensional, 3-D); method of dynamic state
propagation (nominal, worst case, or probabilistic); conflict detection
threshold; conflict resolution method (prescribed, optimized, force
field, or manual); maneuvering dimensions (speed change, lateral,
vertical, or combined manoeuvres); and management of multiple aircraft
conflicts (pairwise or global). An overview of important considerations
for these and other CDR functions is provided, and the current system
design process is critiqued
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