航空外文翻譯--集成的空中交通管制用戶界面

1、<p>　　1700單詞，9100英文字符，2550漢字</p><p>　　出處：Johannsson H, Hvannberg E P. Integration of air traffic control user interfaces[C]// Digital Avionics Systems Conference, 2004. Dasc 04. the. 2004:2.B.1-21-11 Vo

2、l.1.</p><p>　　附錄：外文資料翻譯資料：</p><p>　　INTEGRATION OF AIR TRAFFIC CONTROL USER INTERFACES</p><p>　　Hlynur Johannsson , Ebba Pora Hvannberg</p><p><b>　　Abstract</b

3、></p><p>　　Communication and surveillance capabilities in oceanic air traffic control are improving and the amount of air traffic will increase significantly over the next decades. This requires new syste

4、ms and procedures to be incorporated into the oceanic air traffic controller workstation. The Icelandic Civil Aviation Administration(ICAA) is looking at ways to integrate the current set of user interfaces used at Reykj

5、avik Oceanic Center in an effort to increase controller performance. The workstation co</p><p>　　Introduction</p><p>　　Air traffic over the ocean will increase significantly in the next decades

6、and technologies and procedures used to control air traffic today will not be able to handle the increased traffic [1,2,3]. Even today the air traffic system is nearing capacity meaning that passengers are not getting th

7、e service they need and expect [2]. Increased traffic and emphasis on safety will demand reduced separation minima and more efficient routing for aircraft traveling over the ocean. With emerging technology</p><

8、;p>　　Designers have been researching ways to incorporate changing technology into ATC workstations and move tools to the digital world. Some of the work has been focused on designing digital strips in place of paper s

9、trips [4]. Besides characterizing the working environment and practices of air traffic controllers in an ethnographic study, MacKay, et. al, have suggested several ideas for the ATC workstation and reportedly one of the

10、most successful one is to allow controllers to touch the flight stri</p><p>　　The controller workstation at Icelandic Civil Aviation Administration(ICAA) consists of three graphical user interfaces, the FDPS

11、 system, which manages electronic flight strips, the Radar Display, which displays radar data and Situation Display, which is a backup system for the FDPS system and displays the data from flight strips on a geographical

12、 background. These systems are presented to the controller using up to four different computer screens making the workstation big and, according to the</p><p>　　Temporal Display</p><p>　　In this

13、 approach the radar data is processed and displayed in the FDPS system as a part of a flight strip. A new box is added to the flight strip that contains radar information for an aircraft position. This box is then update

14、d at the same rate as the radar data is in the radar display. The aircraft continue to be grouped with other aircraft in the same flight level as before. Additional information found in the radar data block is added to t

15、he flight strip. Obviously, the extra box and added i</p><p>　　Spatial Display</p><p>　　In this approach the FDPS system and Situation Display are integrated into the Radar Display. This means t

16、hat the information found on the flight strips is moved into the Radar Display for spatial presentation. Aircraft icons are used to distinguish between different surveillance sources and the route for each aircraft is di

17、splayed as a line between the waypoints defined in the aircrafts flight plan.</p><p>　　Distinction between aircraft that a relevant controller is responsible for, from other aircraft is available through col

18、or-coding or by only displaying aircraft that is under the controller’s control. When a controller wants to give a clearance to a pilot he would right mouse click the aircraft in question and select from a menu what acti

19、on to take the selected aircraft. Information found in the flight strips will have to be added in a new design of the data block </p><p>　　Synchronization between FDPS System and Radar Display</p><

20、;p>　　in this approach the FDPS system and the Radar Display show the same sector(s) that a controller is responsible for.</p><p>　　The controller has two Radar displays running; one that shows a global vi

21、ew of the sector and another that is synchronized with the FDPS. The FDPS system and the synchronized instance of the Radar Display have the same set aircraft visible . In the synchronized work station a controller worki

22、ng on a specific aircraft or set of aircraft in the FDPS system the controller sees the same aircraft(s) highlighted in the Radar Display, and vice versa. This would decrease controller’s search time when co</p>&

23、lt;p>　　Improved Spatial Display Prototype</p><p>　　The main issues that were raised during user testing of version one are how different surveillance sources are presented, cluttering, trust and improved

24、flight surveillance. Cluttering and trust are subjects for future research projects but the issues of how to present surveillance sources as well as how flight surveillance can be improved were addressed in version two o

25、f the spatial prototype. Intruding aircraft, projection of routes and representation of flight levels are features that are des</p><p>　　Another feature presented in the prototype is to allow controllers to

26、visually project aircraft position, as defined in their flight plan, by moving a slider back and forth. The controllers that took part in the latter user testing were presented with these two ideas to get feedback on whe

27、ther it would be useful when conducting flight surveillance. Figure 7 shows a screenshot of the south sector for the improved prototype. The slider is in the bottom left hand comer.</p><p>　　In order to give

28、 controllers more support when conducting flight surveillance flight level buttons have been added to the display, near the left vertical edge of the window. Only buttons that apply to flight levels under the controllers

29、’ control are displayed. These buttons are green when there are no conflicts in the relevant flight level but turn yellow or red if conflicts have been identified. Red and yellow colors are used to indicate a warning or

30、alert state for conflicts.</p><p>　　Conclusions</p><p>　　The result of the prototype design and user test is threefold. First, the suggested aircraft icons may not be enough to distinguish betwe

31、en surveillance sources. Research needs to be done in order to determine whether aircraft icons are enough distinction or whether other measure, such as color coding, needs to be added into the prototype.</p><

32、p>　　Secondly, information cluttering needs to be examined to make sure that it will not be a problem if a transition to a spatial environment will be implemented at ICAA. In the formed user testing session controllers

33、 expressed concerns with the amount of information being displayed as well as amount of color coding used.</p><p>　　Third, controllers were more positive during the second iteration regarding flight surveill

34、ance capabilities because of the added support that was added in the second design iteration. However, in order to truly determine whether the spatial prototype is better suited for flight surveillance and flight command

35、ing research needs to be conducted on an implemented prototype where these two aspects of air traffic control are examined. Such a study would determine whether using flight strips (tempora</p><p>　　Paper pr

36、ototypes are considered one of the best prototyping techniques because it is the easiest method to use when building user interface designs [12]. It is however apparent that when the design is for a safety critical syste

37、m there are limitation to the paper prototypes because issues like trust and cluttering cannot be addressed without an implemented prototype running.</p><p>　　集成的空中交通管制用戶界面</p><p><b>　　緒論&

38、lt;/b></p><p>　　在未來的幾十年，洋區(qū)空中交通管制的通信和監(jiān)視能力將明顯改善，空中交通流量將顯著增加。這就需要將新的制度和程序納入海洋空中交通管制工作站。冰島民航總局協(xié)會（ICAA）目前正在努力尋找整合雷克雅維克海洋中心使用的用戶界面的方法，以提高管制能力。工作站由三個不同的用戶界面組成，包括展示給管制員電子飛行進(jìn)程單的飛行數(shù)據(jù)處理系統(tǒng)（FDPS），顯示雷達(dá)數(shù)據(jù)的雷達(dá)顯示系統(tǒng)和一個為FDPS

39、備份的現(xiàn)狀顯示系統(tǒng)。提出了三種集成方法， 并運(yùn)用整體分析方法從中挑選一種。通過整體分析法和管制員的表現(xiàn)得出，集成飛行數(shù)據(jù)處理系統(tǒng)在空間雷達(dá)顯示的方法比較適合。紙質(zhì)標(biāo)準(zhǔn)和合格管制員的表現(xiàn)可以反映出設(shè)計(jì)標(biāo)準(zhǔn)和從時間到空間的過渡。本文從兩個用戶測試論述了ICAA的設(shè)計(jì)標(biāo)準(zhǔn)和測試結(jié)果。</p><p><b>　　引言</b></p><p>　　在未來的幾十年里，洋區(qū)的空中

40、交通流量將會顯著增長，而現(xiàn)行的空中交通管制技術(shù)和方法將不足以應(yīng)對空中交通流量的增長。即使在今天，空中交通系統(tǒng)容量已經(jīng)接近飽和，致使乘客不能得到他們所需要和期望的相應(yīng)服務(wù)。流量的增加和對安全的重視將要求縮小最小間隔和更有效的洋區(qū)空中交通航路。自動相關(guān)監(jiān)視廣播（ADS-B）和管制員與飛行員的數(shù)據(jù)鏈通信系統(tǒng)（CPDLC）等新技術(shù)的發(fā)展適應(yīng)了不斷發(fā)展的空中交通管制領(lǐng)域。</p><p>　　程序設(shè)計(jì)者一直在研究如何將空管

41、技術(shù)工作站和移動工具合并成一個數(shù)字世界。其中有些工作一直將注意力投放于如何用電子進(jìn)程單取代紙質(zhì)進(jìn)程單。結(jié)合特定的工作環(huán)境和空管人員特定的學(xué)習(xí)，如MacKay等，提出了一些建議，其中最成功的想法是允許管制員用筆填寫電子進(jìn)程單的同時在雷達(dá)顯示屏上突出顯示該飛機(jī)。通過增加飛行進(jìn)程單使他們通過實(shí)物和計(jì)算機(jī)界面相對應(yīng)，要么保持紙質(zhì)進(jìn)程單，要么用通過鍵盤和顯示器實(shí)現(xiàn)的電子進(jìn)程單。多個領(lǐng)域的實(shí)踐證明多媒體的出現(xiàn)將會使得飛行進(jìn)程單和雷達(dá)的結(jié)合成一個協(xié)調(diào)

42、的整體。他們指出，一體化整合了信息減少了負(fù)擔(dān)，但是卻降低了管制人員的心理素質(zhì)。ATC工作站的所有單位作為一個協(xié)作的工作環(huán)境，需要管制員、飛行員、航空公司和電信運(yùn)營商一同協(xié)調(diào)配合。塞尼亞已經(jīng)將工作進(jìn)行到開發(fā)數(shù)據(jù)鏈了，其中有動畫、觸摸屏、質(zhì)地和顏色分級和手勢等特點(diǎn)。</p><p>　　冰島民航空管局的管制室有三個顯示系統(tǒng)，分別是顯示電子進(jìn)程單的飛行數(shù)據(jù)處理系統(tǒng)、顯示雷達(dá)數(shù)據(jù)的雷達(dá)顯示、對飛行數(shù)據(jù)處理系統(tǒng)和雷達(dá)數(shù)據(jù)的

43、備份顯示。這些系統(tǒng)用四個不同的顯示器呈現(xiàn)給管制員，這不僅占用了很多地方，而且在高度緊張的工作環(huán)境下對管制員來說是極為不方便的。目前ICAA正在尋找辦法來集成這些顯示界面以提高管制效率。本文為洋區(qū)空中交通管制提出了一種空間顯示的方法，可以簡化管制工作和更容易地轉(zhuǎn)換到新技術(shù)，提高管制效率。</p><p><b>　　時間顯示</b></p><p>　　在這種方法中，雷

44、達(dá)數(shù)據(jù)處理和飛行數(shù)據(jù)處理系統(tǒng)的顯示作為飛行進(jìn)程單的一部分。添加一個新的顯示框，在雷達(dá)顯示器上顯示航空器位置信息。新增的這個顯示框同步更新航空器的雷達(dá)數(shù)據(jù)。將相同高度層的航空器分配到一個組，雷達(dá)數(shù)據(jù)的備注信息也增加到這個新的顯示框。顯然，航空器在被雷達(dá)覆蓋的時候這個額外的顯示框和增加的信息是唯一可用的；如果航空器沒有被雷達(dá)覆蓋，則這個航空器的相關(guān)信息就不會顯示在屏幕上。</p><p><b>　　空間顯

45、示</b></p><p>　　在這種方法中，飛行數(shù)據(jù)處理系統(tǒng)數(shù)據(jù)和航空器的飛行趨勢將集成顯示到雷達(dá)屏幕上。這就意味著將飛行進(jìn)程單的信息轉(zhuǎn)移到空間顯示的顯示屏上。飛機(jī)的圖標(biāo)用于區(qū)分不同監(jiān)測來源，將每個航空器和航路點(diǎn)的連線顯示加入航空器飛行計(jì)劃。管制員區(qū)分航空器可以通過顏色和編碼，或者只顯示該管制員管制下的航空器。當(dāng)管制員需要給飛行員指令時，只需要右鍵點(diǎn)擊航空器并從菜單中選出需要發(fā)送的指令就行了。要在飛

46、行進(jìn)程單上添加這些信息需要增加一個數(shù)據(jù)塊的設(shè)計(jì)。 </p><p>　　FDPS系統(tǒng)和雷達(dá)同步顯示</p><p>　　在這種方法中，將飛行數(shù)據(jù)處理系統(tǒng)和雷達(dá)信息都同步顯示在同一個頁面供管制員參考。</p><p>　　管制員有兩個雷達(dá)顯示器同時運(yùn)行，一個顯示全景另一個同步顯示飛行數(shù)據(jù)處理系統(tǒng)信息。飛行數(shù)據(jù)處理系統(tǒng)和雷達(dá)同步顯示的是同一可見航空器。在一個同步的管制室

47、中，管制員對飛行數(shù)據(jù)處理監(jiān)視到得航空器進(jìn)行的操作和管制員在雷達(dá)屏幕上看到的突出顯示的航空器是同一架，反之亦然。這樣就減少了管制員對比搜索航空器的時間。因?yàn)檫@只是一個備份系統(tǒng)，而且不是用來管制航空器的，所有沒有同步實(shí)施的現(xiàn)狀顯示。 </p><p><b>　　改進(jìn)的空間顯示</b></p><p>　　用戶測試的版本是來自不同來源的監(jiān)視信息，混亂、可靠性和改進(jìn)飛行監(jiān)

48、視是主要的問題?；靵y和可靠性是未來工作的主要努力方向，但是目前的問題是如何解決信息源以及如何在下一個版本改善飛行監(jiān)控能力。入侵航空器，即航空器偏離分配的飛行計(jì)劃，可能危害飛行安全，空管系統(tǒng)的安全和效率。因此，需要一致性監(jiān)測，檢測偏差以便糾正危害飛行安全的行為。在空間顯示的航空器如果飛行計(jì)劃與其不匹配，則標(biāo)牌會以紅褐色標(biāo)注。</p><p>　　該標(biāo)準(zhǔn)的另一個特點(diǎn)是允許管制員目視航空器的位置，并通過來回移動滑塊來定

49、義其飛行計(jì)劃。參加后續(xù)測試的管制員反饋了這兩個問題，希望能更有效的監(jiān)控航空器。</p><p>　　為了給管制員更多監(jiān)控航空器的幫助，將高度層按鈕添加到了顯示窗口左側(cè)垂直邊緣附近。只有適用于管制員的高度層按鈕被顯示出來。當(dāng)空中交通沒有沖突的時候這些按鈕時綠色的，一旦有沖突，按鈕就會變成黃色或紅色以便分辨。紅色和黃色被用于告警或提醒沖突狀態(tài)。</p><p><b>　　總結(jié)<

50、;/b></p><p>　　標(biāo)準(zhǔn)設(shè)計(jì)和用戶測試的結(jié)果有三點(diǎn)。首先，受管制航空器的標(biāo)牌沒有足夠的區(qū)分監(jiān)視來源。因此需要進(jìn)一步研究以確定航空器是否要將區(qū)分措施添加到標(biāo)準(zhǔn)中，例如彩色編碼。</p><p>　　其次，需要對混亂的信息進(jìn)行檢查，以確保航空器不會再穿越高度的時候出現(xiàn)問題，違反ICAA規(guī)定。在用戶測試過程中，管制員表達(dá)了對信息量的顯示和色彩編碼數(shù)量的要求。</p>

51、<p>　　再次，因?yàn)樵诘诙鷺?biāo)準(zhǔn)里添加了迭代技術(shù)支持，管制員更關(guān)注航空器容量監(jiān)視能力。然而，想要真正確定的空間顯示是否更能適用于飛行監(jiān)視和空中交通指揮，需要在標(biāo)準(zhǔn)設(shè)計(jì)和空中交通管制兩個方面驗(yàn)證。這個研究將決定是飛行進(jìn)程單（時間）還是空間顯示更適合空中監(jiān)視和空中交通指揮。有趣的是，當(dāng)管制員被問及他們是否考慮將來空中交通管制使用空間顯示時，有五六個人說會。這個明顯的信號表明，空間顯示設(shè)計(jì)將是未來研究的重點(diǎn)。</p>