JP3667633B2 - Airfield control support system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an airfield control support system capable of improving the efficiency and safety of an airfield.
[0002]
[Prior art]
In the current airfield control of the airfield, the controller visually observes the aircraft and the traveling vehicle and performs voice communication with them by radio, thereby issuing instructions such as progress permission, route designation, standby, etc. Is going. Normally, there is one radio frequency, and instructions are given to one device at a time.
Also, when the visibility is poor, such as at night or in fog, lights such as center line lights of the taxiway are turned on to indicate the existence of the taxiway, and the taxiway is identified by a display board or the like.
[0003]
[Problems to be solved by the invention]
As mentioned above, since the control of ground travel at the airport is performed, the controller performs visual confirmation and further communicates with the aircraft and the traveling vehicle, and formulates a route in consideration of safe and smooth traffic. However, there is a limit in carrying out control in anticipation of improvement in operational efficiency of the airfield, such as operating various guidance devices.
[0004]
In particular, there are many aircraft that are subject to control during congestion, and the number of visual confirmations and communication increases.In addition, the need for prompt instructions increases, and the time to consider for efficient operation is limited. The point becomes prominent.
In addition, when visibility is poor such as at night or in fog, it takes time for visual observation, and the operational efficiency of the airport must be lowered.
[0005]
The present invention (corresponding to claim 1) was made to cope with the above-mentioned situation, and its purpose is to formulate an aircraft ground travel route that improves the operational efficiency of an airfield even in times of congestion and low visibility. Is to provide an airfield control support system that supports the ground control operation by presenting to the controller.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the airfield control support system according to the first aspect of the present invention provides a route necessary for control, such as the location and length of the airport runway, taxiway and vehicle travel route, and the spot position for parking. Route shape information storage means for storing shape information, position detection means for detecting the positions of aircraft and vehicles traveling on runways and taxiways of the airport, and position information of aircraft and vehicles obtained by the position detection means A moving body speed calculating means for calculating a speed; a route determining means for determining a route on which the aircraft travels from the runway departure position to the target spot; position information by the position detecting means; and speed information by the moving body speed calculating means. a future position prediction means for predicting the position of each time the aircraft and vehicles in the developed route by the route established means based on, airfield overall operational efficiency And operational efficiency evaluating means for evaluating, and a path determination output processing means for performing route confirmation input as to display information about the target control the development route by said route formulating means, said path developing means has a plurality The waiting time of the aircraft or the vehicle due to the overlap or crossing of a plurality of aircraft or vehicle routes from the position of the aircraft and the vehicle at each time predicted by the future position prediction means for each route candidate And using the waiting time, the optimum route is formulated based on the evaluation result of the operational efficiency of the entire airport determined by the operational efficiency evaluation means .
According to the first aspect of the present invention, since the position of the aircraft or the vehicle can be easily grasped, the controller can direct attention to the safety ensuring operation, and the safety is also improved.
[0007]
According to a second aspect of the present invention, in the airfield control support system according to the first aspect, the route planning means divides the airport taxiway network into a plurality of areas, and the standard route for each area or for each area. One route is configured by combining the obtained routes.
[0008]
According to the invention of claim 2, by dividing the route network into the route formulation unit and configuring it as a combination of routes in each area, the time required for the route formulation and evaluation is shortened, and the situation changes quickly. It is possible to respond to emergency situations in a short time.
[0009]
According to a third aspect of the present invention, in the airfield control support system according to the first aspect, the airfield control support system further comprises ground side path indicating means for providing an instruction path by controlling lights such as a center line of the taxiway and a guidance display board. Features.
[0010]
According to the third aspect of the present invention, in response to the input of the determined route of the controller, the lights of parts necessary for the control by the ground side route instruction control unit are turned on and off, and the route determined by the controller is clearly shown. It is.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram of an airfield control support system according to a first embodiment (corresponding to claims 1 and 2) of the present invention.
[0012]
As shown in FIG. 1, the airfield control support system of the present embodiment includes a moving body characteristic data storage unit 1 that stores characteristics of all aircrafts and vehicles traveling on an airfield runway and a taxiway, and an airfield runway. , Route shape information storage unit 2 for storing route shape information necessary for control, such as the position and length of taxiways and vehicle running paths, spot positions for parking, etc. Position detector 3 for detecting the position of the aircraft and the vehicle, detection target specifying unit 4 for specifying the object detected by the position detector 3, and position information and detection of the aircraft and vehicle obtained by the position detector 3 From the identification information of the target specifying unit 4, the moving body speed calculating unit 5 that calculates the speed of each detection target, the position information of the aircraft or vehicle by the position detecting unit 3, the identification information by the detection target specifying unit 4, Based on the speed information by the degree calculation unit 5 and the traveling characteristics of the moving body stored in the moving body characteristic data storage unit 1, the position of the aircraft and the vehicle for each time in the route formulated by the route formulation unit 7 is determined. The predicted future position prediction unit 6 is connected to the target position and the current position of the aircraft from the runway departure position to the destination spot, or from the stay spot to the runway entry standby position, or from the stay spot to another spot. A route formulation unit 7 that formulates a route, an operation efficiency evaluation unit 8 that evaluates the operational efficiency of the entire airport based on information such as the number of flights to and from the aircraft, arrival and departure times, aircraft travel distance, and travel time, and route formulation unit 7 In addition to displaying the route plan formulated by the company and information on the subject of control, including identification information such as call signs that identify the subject, And a path determination output processing unit 9 for performing route confirmation input by.
[0013]
Next, the operation of each part of this embodiment will be described.
The moving body characteristic data storage unit 1 includes traveling characteristics such as acceleration / deceleration performance, maximum speed, turning radius, aircraft dimensions, jet blast length, etc. of all aircrafts and vehicles traveling on the airport runway and taxiway. Characteristics are stored, and for each target aircraft and vehicle as necessary, a detection target specifying unit 4, a moving body speed calculating unit 5, a future position predicting unit 6, a route formulating unit 7, a route confirmation input / output processing unit 9 The characteristic information is called.
[0014]
The route shape information storage unit 2 stores information on the position and shape of the route necessary for control, such as the position and length of the airport runway, the taxiway and the vehicle driveway, and the spot position for parking. The detection target specifying unit 4, the moving body speed calculating unit 5, the future position predicting unit 6, the route formulating unit 7, the route determination input / output processing unit, as necessary at the time of formulation, at the time of future position prediction, at the time of displaying route information, etc. The information is called to 9.
[0015]
The position detection unit 3 detects the positions of all aircraft and vehicles traveling on the runway and taxiway of the airfield. For this detection, a number of sensors that detect only at one point, such as a passing sensor, may be installed, and a sensor that uses radio waves reflected by radar, sound waves or magnetism, and the like may be used.
[0016]
An example of processing of the position detection unit 3 will be described with reference to the flowchart of FIG.
When a position detection target is set (S1) and there is an input signal from an individual sensor (S2), a detection position is obtained from the detected sensor installation position information and distance information from the sensor, and converted to a position on the path. (S3) In the case of signal input from the radar processing device, the distance / azimuth from the radar is converted to a position on the route (S4), and when obtained as a global coordinate system such as GPS information, (S5) and output to the required locations of the detection target specifying unit 4, the moving body speed calculating unit 5, the future position predicting unit 6, the route formulating unit 7, and the route confirmation input / output processing unit 9 ( S6).
[0017]
Further, even if it is possible to detect the presence with only the position detection unit 3, it is not possible to specify which aircraft or vehicle it is. Accordingly, a wireless automatic response device such as a transponder or a detection target specifying unit 4 that processes an image by copying an aircraft or a vehicle and specifies a target is specified to identify and identify the target.
[0018]
An example of processing of the detection target specifying unit 4 will be described with reference to the flowchart of FIG.
The latest time, position, speed, direction, characteristics, and identification information of all the moving objects are grasped (S1), and a detection target is set (S2). If there is identification information by each transponder or radar system for each aircraft or vehicle (S3), the information is sent to the moving body speed calculation unit 5, the future position prediction unit 6, the route formulation unit 7, and the route determination input / output processing unit 9. Output (S7). If there is no identification information (S3), the immediately preceding information is obtained (S4), the current predicted position obtained from the immediately preceding information is compared with the actual position (S5), and the closest direction and speed are reversed. Those that do not cause any physical contradiction, such as being, are identified as the same target (S6), and output to the moving body speed calculation unit 5, the future position prediction unit 6, the route formulation unit 7, and the route determination input / output processing unit 9 ( S7).
[0019]
The moving body speed calculation unit 5 calculates the value immediately before the detection position and the detection time for all the detected targets from the position information of the aircraft and the vehicle obtained by the position detection unit 3 and the identification information of the target by the detection target specifying unit 4. The speed is calculated by taking the difference between the current value and the latest value, and is output to the route formulation unit 7.
[0020]
An example of the processing content of the future position prediction unit 6 is shown in the flowchart of FIG.
The future position prediction target is set (S1), the position information of the aircraft or vehicle by the position detection unit 3, the identification information from the detection target specifying unit 4, the speed information by the speed calculation unit 5, and the moving body characteristic data storage unit 1 (S2), the position of the aircraft and vehicle in the route formulated by the route formulation unit 7 for each time is calculated (S3), and the occupied time zone for each section / intersection is calculated. Calculate (S4).
[0021]
The route formulation unit 7 plans and constructs a route connecting the current position of the aircraft and the target position from the runway departure position to the target spot, from the stay spot to the runway entry standby position, or from the stay spot to another spot. At the same time, the future position prediction unit 6 collates the predicted positions of the aircraft and the vehicle for each time, selects and configures the route, and corrects the selection and configuration of the route according to the evaluation result by the operational efficiency evaluation unit 8.
[0022]
Various methods can be used to formulate this route depending on the shape of the airport taxiway. For example, when there is a relatively simple route network 103 between the runway 101 and the apron 102 as shown in FIG. 5, all routes are covered and stored in order of priority from the standard route. However, in the case of a complicated route, the route network is divided into a plurality of areas, and the route is configured as a standard route in each area or a combination of other routes.
[0023]
For example, taking an airfield as shown in FIG. 6 as an example, there is a route network 103 indicated by a broken line including an apron taxiway between the runway 101 and the apron 102. It is difficult to memorize all the other network entrances and exits because there are 1,369 routes if you simply count all the routes from point A to point C, assuming that they do not pass the same intersection twice. It is. Moreover, it takes time to evaluate all, and it is difficult to follow the movement in real time.
[0024]
Therefore, as shown in FIG. 6, the route network 103 of the taxiway is divided into a plurality of areas 103A, 103B, and 103C, route evaluation is performed sequentially for each area, and these are integrated to formulate a route.
[0025]
FIG. 7 is a flowchart showing an example of the process of the route formulation unit 7, and FIG. 8 shows the route shape of the airport for explaining the route formulation process of the route formulation unit 7 when the departure aircraft heads the runway. FIG. 9 and FIG. 9 are diagrams showing airport route shapes for explaining route formulation processing of the route formulation unit 7 when the arrival aircraft heads for the arrival point.
[0026]
As shown in FIGS. 8 and 9, when the departure aircraft 104 has a confirmed route 105B in the route network 103B and a confirmed route 105C in the route network 103C and heads for the runway, the arrival device 106 moves from the point A. The route formulation process of the route formulation unit 7 when heading to the point C will be described.
[0027]
A1, A2 and A3 are exits for each route in area 103A, B1, B2 and B3 are exits for each route in area 103B, a1, a2 and a3 are route candidates in area 103A, and b1, b2 and b3 are areas. Route candidates in 103B, c1, c2, and c3 are route candidates in the area 103C.
[0028]
Now, the route formulation target is set (S1), information such as the current position and target position of the target aircraft, the estimated arrival time, etc. is acquired (S2), and within the area 103B where the departure aircraft that interferes with the arrival aircraft is present The scheduled traveling time zone of the departure machine on the route 105B is obtained, and similarly, the scheduled traveling time zone relating to the route 105C in the area 103C is obtained (S3). Next, the time when the arrival aircraft passes through the shortest passage route (S4) in the area 103A, that is, the times at the exits A1, A2, and A3 in the example of FIG. 9 is obtained, and the route of the area 103B overlaps with the departure aircraft. However, in the example of FIG. 9, a waiting time until a necessary interval from the departure machine is obtained for the route candidate b2 is obtained (S5). Furthermore, for the route in another area, in the example of FIG. 9, for the route candidate c1 in the area 103C, the waiting time for passing the departure aircraft, the waiting time for waiting the departure aircraft, or the travel time that does not affect the departure aircraft A band is obtained (S6).
[0029]
The routes in the areas 103A, 103B, and 103C are combined (S7), and the information obtained as described above is output to the operational efficiency evaluation unit 8, where the operational efficiency evaluation unit 8 waits, the number of direction changes, The operational efficiency is evaluated (S8), and the most appropriate one based on the result is set as the entire route (S9).
[0030]
The operational efficiency evaluation unit 8 evaluates the operational efficiency of the entire airport based on information such as the number of flights to and from the aircraft, the departure and arrival times, the travel distance of the aircraft, and the travel time. In this evaluation method, what elements are prioritized differs depending on the airfield, and should be determined for each airfield. For example, the total delay time of all airplanes leaving and landing on the airfield is evaluated and evaluated. There is a way. An example of the processing content is shown in FIG.
[0031]
FIG. 10 is a process flow diagram of the operational efficiency evaluation unit 8.
For all target aircraft (S1), obtain information on characteristics, current location information, formulation route (S2, S3), take the delay of expected departure / arrival time and calculate the sum (S4, S5), all targets Is completed (S6), it outputs to the route formulation unit 7 (S7).
[0032]
The route confirmation input / output processing unit 9 presents the route formulated by the route formulation unit 7 and information such as the target identification code and speed to the controller, assisting the controller in determining instructions, The determined route is input as a condition for formulating the next route. For example, an airfield route map, aircraft and vehicle positions, identification codes, speed, and other information and a formulated route are displayed on the touch panel, and the route selected by the controller is input by a keyboard or a touch switch.
[0033]
According to the present embodiment, it is possible to provide the controller with a guidance route plan that takes into account the efficiency of the airfield, even when the time for visual confirmation and communication is taken and the time to consider for improving the efficiency of the airfield is limited, Can be operated efficiently.
Furthermore, since the position of the aircraft and the vehicle can be easily grasped, the controller can direct attention to the safety ensuring operation, and the safety is also improved.
[0034]
In addition, by dividing the route network into the route planning unit and configuring it as a combination of routes in each area, the system takes less time to formulate and evaluate routes, can respond quickly to changes in the situation, and respond to emergencies Correspondence is also possible in a short time.
[0035]
FIG. 11 is a block diagram of an airfield control support system according to the second embodiment (corresponding to claim 3) of the present invention. The configuration different from the first embodiment of FIG. The installation route display device 11, the on-machine route communication unit 12 and the on-machine route display unit 13 are added. Other common components are denoted by the same reference numerals, and redundant description is omitted.
[0036]
The present embodiment controls a center line lamp, a display board, a stop line lamp, and the like on a taxiway based on a route determination input by a controller, An installation route display device 11 is provided, and an on-machine route instruction unit 12 that gives a route wirelessly to the machine and an upper-side instruction route display unit 13 that displays a route designated on the machine are provided. Yes.
Further, the route formulation unit 7 autonomously corrects the formulation route to a highly efficient route based on the result of the operation efficiency evaluation unit 8.
[0037]
Since the present embodiment is configured as described above, in accordance with the input of the decision path of the controller, the necessary lights are turned on and off by the control by the ground side route instruction control unit 10, and the controller determines The route is clearly shown. Furthermore, the route determined by the controller is instructed to the aircraft by the onboard route instruction unit 12. In addition, the route to be formulated becomes highly efficient.
[0038]
Usually, route instructions etc. are performed by voice using radio, but the time required for communication is shortened, and time and attention required for safety such as visual confirmation are secured not only for the controller but also for the pilot. , Improve safety.
It should be noted that the present invention is implemented with appropriate modifications within a range not departing from the gist thereof, and it is needless to say that the present invention can be used in apparatuses similar to the above-described embodiments.
[0039]
【The invention's effect】
As described above, according to the present invention, even when the time for visual confirmation and communication is taken and the time to consider for improving the efficiency of the airfield is limited, the guidance route plan is taken into consideration with the efficiency of the airfield. It can be provided to the controller and the airfield can be operated efficiently.
Furthermore, since the position of the aircraft and the vehicle can be easily grasped, the controller can direct attention to the safety ensuring operation, and the safety is also improved.
[Brief description of the drawings]
FIG. 1 is a block diagram of an airfield control support system according to a first embodiment of the present invention.
FIG. 2 is a flowchart showing processing of a position detection unit in FIG.
FIG. 3 is a flowchart showing processing of a detection target specifying unit in FIG. 1;
FIG. 4 is a flowchart showing processing of a future position prediction unit in FIG. 1;
FIG. 5 is a diagram showing an example of a simple airport route shape;
FIG. 6 is a diagram showing an example of a complicated airport route shape;
FIG. 7 is a flowchart showing processing of the route formulation unit in FIG. 1;
FIG. 8 is a view showing the route shape of the airport for explaining the operation of the route formulation unit (when the departure machine heads for the runway) of FIG. 1;
9 is a diagram showing the route shape of the airport for explaining the operation of the route formulation unit (when the arrival aircraft heads for the arrival point) in FIG. 1;
10 is a flowchart showing processing of the operational efficiency evaluation unit in FIG. 1;
FIG. 11 is a block configuration diagram of an airfield control support system according to a second embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Mobile body characteristic data storage part, 2 ... Path | route shape information storage part, 3 ... Position detection part, 4 ... Detection object specific | specification part, 5 ... Mobile body speed calculation part, 6 ... Future position prediction part, 7 ... Path | route formulation part , 8 ... Operation efficiency evaluation part, 9 ... Route confirmation input / output processing part, 10 ... Ground side route instruction control part, 11 ... Ground installation route display equipment, 12 ... On-machine route communication part, 13 ... Aircraft upper side instruction route Display unit 101 ... Runway 102 ... Apron 103 ... Route network 103A, 103B, 103C ... Divided route network 104 ... Departure machine 105B, 105C ... Determined route of departure machine 106 ... Arriving machine

Claims (3)

Route shape information storage means for storing the route shape information necessary for control, such as the location and length of the runway, taxiway and vehicle runway of the airport, the spot position for parking, and the runway and taxiway of the airport Position detecting means for detecting the position of the traveling aircraft and the vehicle, moving body speed calculating means for calculating the speed from the position information of the aircraft and the vehicle obtained by the position detecting means, and from the runway departure position to the target spot Route planning means for formulating a route on which the aircraft travels, and position of the aircraft and vehicle at each time in the route formulated by the route planning means based on the position information by the position detection means and the speed information by the moving body speed calculation means a future position prediction means for predicting, and operational efficiency evaluating means for evaluating the operational efficiency of the entire airfield route was developed by the path established means And a path determination output processing means for performing route confirmation input as to display information about control of the target, said path developing means has formulated a plurality of path candidates are predicted by the future position prediction means for each path candidate The airfield obtained by the operational efficiency evaluation means using the waiting time by obtaining the waiting time of the aircraft or the vehicle by overlapping or intersecting the routes of the plurality of aircraft or vehicles from the position of the aircraft and the vehicle at each time An airfield control support system characterized by formulating an optimal route based on the overall operational efficiency evaluation results . 2. The airfield control support system according to claim 1, wherein the route planning means divides a network of airfield taxiways into a plurality of areas, and combines a standard route for each area or a route obtained for each area. An airfield control support system characterized in that it constitutes a single route.   The airfield control support system according to claim 1, further comprising ground side route instruction means for giving an instruction route by controlling lights such as a center line of a guideway and a guidance display board.

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