JP7453537B2 - Driving route setting system and driving route setting method - Google Patents

Description

The present invention relates to a travel route setting system and a travel route setting method for setting travel routes for a plurality of ground support devices that perform ground support work for an aircraft.

Airports are equipped with a plurality of ground support devices to perform various ground support tasks for aircraft. Such ground support equipment is called GSE (Ground Support Equipment), and there are various types of GSE such as high lift loaders, belt loaders, refueling trucks, towing tractors, and airport power supply vehicles. Conventionally, a worker who operates a GSE confirms his or her work contents and the work location, such as the gate number, and then drives the GSE to the work location.

Aircraft have different locations for boarding and exit entrances, cargo loading/unloading entrances, refueling ports, power supply ports, etc. depending on the type of aircraft. Therefore, even when a worker drives the GSE and arrives at the aircraft to be worked on, he or she may not know where on the aircraft the GSE should be stopped in order to proceed with the work smoothly. Ta. As a result, it may take time to move the GSE to an appropriate work position, or it may interfere with the work of other GSEs, which may prevent smooth ground support work.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to enable smooth execution of ground support work when a ground support device performs ground support work for an aircraft.

A travel route setting system according to the present invention is a travel route setting system that sets travel routes for a plurality of ground support devices that perform ground support work for an aircraft, and the travel route setting system sets a travel route for a plurality of ground support devices that perform ground support work for an aircraft. a work position determination unit that determines the work position of the ground support device; a current position acquisition unit that acquires the current position of each of the ground support devices; and a travel unit that travels from the current position of each of the ground support devices to the work position. The apparatus is characterized by comprising a route setting section that sets a route.

A traveling route setting method according to the present invention is a traveling route setting method for setting a traveling route for a plurality of ground support devices that perform ground support work for an aircraft, the method comprising: a plane grid for setting a plane grid in a work area including the aircraft; a grid setting step; a work position determining step of determining the working position of each of the ground support devices based on the plane grid, the stopping position of the aircraft, and model information; and a current position of obtaining the current position of each of the ground support devices. The method is characterized in that it includes a position acquisition step, and a route setting step of setting a travel route from the current position of each ground support device to the work position based on the planar grid.

According to the present invention, the work position of the ground support device is determined based on the aircraft stop position and model information, and the travel route to the work position is automatically set, so the ground support device can be operated accurately and quickly. It can be moved to the working position. Therefore, it becomes possible to perform ground support operations smoothly.

In the present invention, it is preferable that the route setting unit sets the travel route based on a planar grid set within a work area including the aircraft.

By setting a travel route based on a planar grid, the ground support equipment can be moved automatically even if there are no white lines or markers required for automatic operation of the ground support equipment within the work area.

In the present invention, it is preferable that the route setting unit determines the order in which each of the ground support devices is moved to the work position.

By determining the order of movement of each ground support device, it is possible to prevent one ground support device from interfering with the movement of another ground support device.

In the present invention, it is preferable that the vehicle further includes a reserved area setting unit that sets a reserved area at least in front of each of the ground support devices in the direction of travel, into which other ground support devices cannot enter.

By setting such a reserved area, even if the ground support device is not equipped with a camera, radar, etc., it is possible to reliably avoid collisions with other vehicles.

FIG. 1 is a block diagram showing ground support equipment including a travel route setting system according to the present embodiment. FIG. 2 is a plan view schematically showing the vicinity of a stopped aircraft. It is a flowchart showing a series of processing when moving the GSE to a working position. FIG. 3 is a plan view showing a planar grid set in a work area. FIG. 3 is a plan view showing an example of a working position of the GSE. It is a top view showing an example of a running route of GSE. FIG. 3 is a plan view showing an example of a GSE reserved area.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of ground support equipment equipped with a travel route setting system according to the present invention will be described with reference to the drawings.

(Ground support equipment)
FIG. 1 is a block diagram showing ground support equipment 1 including a travel route setting system 3 according to the present embodiment. FIG. 2 is a plan view schematically showing the vicinity of the stopped aircraft 100. The ground support equipment 1 is equipment for performing ground support work for the aircraft 100, and is configured to include a GSE control system 2, a travel route setting system 3, and a plurality of GSEs 4. In this specification, ground support equipment that performs ground support work for the aircraft 100 is referred to as GSE (Ground Support Equipment). Ground support operations include assisting passengers in boarding and disembarking, loading and unloading cargo and baggage, replenishing fuel, cleaning inside and outside the aircraft, loading and unloading in-flight meals, inspecting aircraft equipment, deicing, moving aircraft, and providing power. etc.

The GSE control system 2 is connected to an air traffic control system (not shown) that manages aircraft 100 taking off and landing at an airport. The air traffic control system has flight schedules such as the types of aircraft 100 scheduled to take off and land at the airport, scheduled landing times, and scheduled takeoff times. The GSE control system 2 receives this information from the air traffic control system, generates an operation schedule for the GSE 4 and a schedule for workers who perform ground support work, and manages the schedules. If the schedule is expected to be delayed due to an abnormality, failure, accident, work delay, worker's illness, etc. of the GSE4, or if a delay occurs, the GSE control system 2 will update the schedule of the GSE4 or the worker. Correct delays in ground support operations by rescheduling. GSE4 control system 2 analyzes information from various sensors installed in GSE4 and worker terminals that workers carry around to check their own schedules, etc. to detect abnormalities or schedule delays in GSE4. to decide.

The GSE control system 2 provides the travel route setting system 3 with information regarding the flight schedule of the GSE 4, including an airport map and information on the type of aircraft 100. The driving route setting system 3 will be explained in detail later, but its main function is to set a driving route for the GSE 4. Each GSE 4 is configured to be capable of automatic operation, and includes a position information acquisition section 41 and a travel control section 42 . The position information acquisition unit 41 receives, for example, a GPS (Global Positioning System) signal and acquires the position information of the own vehicle. The position information of the own vehicle may be acquired using a positioning method other than GPS. The travel control unit 42 controls the travel of the own vehicle based on the travel route sent from the travel route setting system 3 and the position information of the own vehicle acquired by the position information acquisition unit 41.

The GSE 4 travels according to the travel route sent from the travel route setting system 3, and upon arriving at the destination, transmits a notification to the travel route setting system 3 and the GSE control system 2 that it has arrived. By receiving this, the traveling route setting system 3 and the GSE control system 2 can judge whether the vehicle has arrived at the destination according to the route set by the GSE 4 or according to the set schedule. Furthermore, the fact that GSE4 has arrived may be communicated by either the driving route setting system 3 or the GSE control system 2, or the driving route setting system 3 or the GSE control system 2 may monitor the current location of GSE4. , GSE4 may confirm that it has arrived at its destination.

As shown in FIG. 2, after landing, the aircraft 100 moves to a predetermined gate 101 of an airport terminal and stops. A plurality of GSEs 4 perform ground support work for the stopped aircraft 100. Hereinafter, the area that includes the aircraft 100 and where ground support work is performed by a plurality of GSEs 4 will be referred to as a work area 102. A plurality of GSEs 4 are waiting at a predetermined waiting area 104. Each GSE 4 moves between the work area 102 and the waiting area 104 by traveling along a passageway 103 set around the working area 102 and the waiting area 104. Note that each GSE 4 may wait at a maintenance area or a parking lot (not shown) instead of at the waiting area 104, or may move directly to the work area 102 from another work area.

Examples of GSE4 include a fuel truck 4A that refuels the aircraft 100, a belt loader 4B that carries passenger baggage on and off the aircraft, a towing tractor 4C that transports cargo, a high lift loader 4D that carries cargo (containers) on and off the aircraft, and boarding bridges 4E and 4F that connect the boarding and disembarking entrance of the aircraft 100 to the gate 101.

Here, when performing ground support work, the refueling vehicle 4A needs to go near the refueling port of the aircraft 100, and the high lift loader 4D needs to go near the cargo loading/unloading entrance of the aircraft 100. However, the positions of the refueling port, cargo loading/unloading port, boarding/exit, power supply port, etc. of the aircraft 100 differ depending on the model. For this reason, the specific work position of each GSE4 is not known, and each GSE4 moves back and forth within the work area 102, resulting in it taking time to move each GSE4 to its work position, or when a certain GSE4 is in contact with another GSE4. There was a risk that it would interfere with work.

In order to solve such a problem, the present embodiment is configured such that the travel route setting system 3 determines the work position of the GSE 4 and sets a travel route from the current position of the GSE 4 to the work position. Which GSE 4 will perform ground support work for a certain aircraft 100 is determined in advance based on the operation schedule sent from the GSE control system 2. The details of the travel route setting system 3 will be explained below.

(Traveling route setting system)
The driving route setting system 3 includes a work position determining section 31, a current position acquiring section 32, a route setting section 33, and a reservation area setting section 34. The travel route setting system 3 is configured to be able to communicate with the GSE control system 2 and each GSE 4.

The work position determining unit 31 determines the work position of each GSE 4 within the work area 102 based on the stop position of the aircraft 100, model information, and the like. The stopping position of the aircraft 100 is determined from the airport map information, aircraft type information, etc. sent from the GSE control system 2. The current position acquisition unit 32 acquires the current position of each GSE 4 from the position information acquisition unit 41 of each GSE 4 . The route setting unit 33 sets a travel route from the current position of each GSE 4 to the work position. The reserved area setting unit 34 sets at any time a reserved area at least in front of each GSE 4 in the traveling direction into which other GSEs 4 cannot enter. Below, a description will be given of what kind of processing is specifically performed by the travel route setting system 3.

FIG. 3 is a flowchart showing a series of processes when moving the GSE 4 to the work position. First, the work position determination unit 31 of the travel route determination system 3 sets a planar grid G in the work area 102, as shown in FIG. 4 (step S11, planar grid setting step). When setting the planar grid G, the stopping position of the aircraft 100 is determined from the airport map information sent from the GSE control system 2, the model information of the aircraft 100, and the like. Then, a lattice-like planar grid G is set in the work area 102 including the aircraft 100 stopped at the gate 101. The size of the plane grid G and the fineness of the grid may be changed depending on the size of the aircraft 100, for example. Further, the plane grid G may be fixedly set in advance.

Subsequently, the work position determination unit 31 of the travel route determination system 3 determines the work position of each GSE 4 (step S12, work position determination step). FIG. 5 shows a working position P1 of the refueling vehicle 4A and a working position P2 of the high lift loader 4D as examples of working positions. The work positions P1 and P2 are set for each square of the planar grid G based on the stopping position of the aircraft 100, model information, and the like. Further, the current position acquisition unit 32 of the driving route determination system 3 acquires the current position of each GSE 4 that performs ground support work (step S13, current position acquisition step).

Next, the route setting unit 33 of the travel route determination system 3 sets a travel route from the current position of each GSE 4 performing ground support work to the work position, and transmits it to each GSE 4 (step S14, route setting step). FIG. 6 shows a traveling route R1 of the refueling vehicle 4A and a traveling route R2 of the high lift loader 4D as an example of the traveling route. The traveling routes R1 and R2 are basically set to pass along the traffic route 103 outside the set area of the planar grid G. Furthermore, within the setting area of the planar grid G, the travel routes R1 and R2 are set in units of squares (see hatching in FIG. 6).

Each GSE 4 that has received the driving route of its own vehicle starts driving along the set driving route (step S21). At this time, if the GSEs 4 start moving all at once, the GSEs 4 may interfere with each other, so it is preferable that the route setting unit 33 also determines the order in which the GSEs 4 are moved when setting the travel route of each GSE 4. For example, if the refueling truck 4A is moved first and the high lift loader 4D starts moving at the timing when the refueling truck 4A enters the plane grid G, interference between the refueling truck 4A and the high lift loader 4D can be prevented. .

The driving control unit 42 of each GSE 4 can realize automatic driving using a general method by recognizing white lines indicating driving lanes while traveling on the traffic road 103. However, there are no white lines or markers indicating travel lanes in the work area 102, and the travel route changes each time depending on the stopping position and model of the aircraft 100, so it is difficult to adopt a general automatic driving method. Therefore, when each GSE 4 enters the work area 102, that is, the setting area of the planar grid G, it automatically operates as follows.

When each GSE 4 receives information regarding the travel route from the travel route determination system 3, it also receives coordinate information on the planar grid G. The travel control unit 42 of each GSE 4 obtains the current position of the own vehicle at any time when traveling within the set area of the planar grid G, and grasps which square of the planar grid G the vehicle is in. Then, the user runs along the route while checking the next space to move to.

In order to avoid collisions between the GSEs 4 within the set area of the planar grid G, the reserved area setting unit 34 of the travel route determination system 3 sets a reserved area in units of squares at least in front of each GSE 4 in the direction of travel where other GSEs 4 cannot enter. It is set and transmitted to all GSE4 (step S15). In FIG. 7, as an example of a reserved area, a reserved area S1 for the refueling vehicle 4A and a reserved area S2 for the high lift loader 4D are illustrated by hatching. The reserved areas S1 and S2 are also set on the sides and rear in the direction of travel, but the reserved areas only need to be set at least in the front in the direction of travel. The reserved area setting unit 34 updates the reserved area as needed according to the running of each GSE 4, and transmits the updated reserved area to all GSEs 4 each time.

The travel control unit 42 of each GSE 4 checks whether the reserved area of the own vehicle overlaps with the reserved area of another GSE 4 when traveling within the set area of the planar grid G (step S22). If the reserved areas do not overlap (NO in step S22), the vehicle continues traveling along the travel route (step S23). On the other hand, if the reserved areas overlap (YES in step S22), the process is temporarily stopped (step S24) and waits until the overlapping reserved areas with other GSEs 4 are resolved. Here, it is preferable to decide in advance which GSE 4 should be run preferentially when reserved areas overlap. For example, the route setting unit 33 may determine the priority order, or the vehicle having a faster traveling speed may be caused to travel first. Note that when reserved areas overlap, the travel route may be reset instead of temporarily stopping.

A supplementary explanation will be given regarding the priority order of each GSE4. The route setting unit 33 may determine the order in which each GSE 4 is moved to the work position by prioritizing each GSE 4 . For example, a GSE4 that needs to move quickly to the next work area 102 may be given a higher priority, or it may be given a higher priority due to road width, vehicle size, arrangement of other GSE4s, work procedures, etc. By setting a high priority for the GSE4 that needs to go to the work position, it is possible to go to the work position with priority over other GSE4.

In addition, when performing joint work using multiple types of GSE4 (for example, loading and unloading cargo to and from an aircraft using a high-lift loader or container loader and a towing tractor pulling a cargo dolly), one of the GSE4s should be used first. Even if the GSE 4 has arrived at the work position, the work may not be able to start unless the GSE 4 working together arrives. Therefore, it is preferable to set a high priority for the GSE4 that performs collaborative work.

Furthermore, if the GSE4 scheduled to work next cannot arrive at the work position unless the GSE4 working at the work position first leaves the work position (for example, the passenger step scheduled to work next (If you cannot approach the passenger entrance of the aircraft without exiting your position), it is advisable to set a high priority for GSE4, which was in the work position first, so that it can exit quickly. In addition to this, the GSE4 that needs to move from a distant work area 102 to the next work area 102 may be given a high priority.

Furthermore, the priority order may be set based on the workers scheduled to board the GSE4 or the workers currently on board the GSE4. For example, a GSE 4 in which a person, such as a supervisor of cargo loading onto an aircraft, who cannot start work unless the worker is in the work position, is on board may be given a high priority. By assigning priorities in this way, if the GSE control system 2 changes the schedule of the GSE4 and the worker due to a change in the flight schedule or the occurrence of a delay, the GSE4 will not be deadlocked on the travel route of the GSE4. It is possible to prevent the occurrence of a situation where GSE4 is unable to operate according to schedule due to traffic jams or traffic jams.

Each GSE 4 checks whether it has arrived at the work position (step S25), and when it arrives at the work position (YES at step S25), it stops traveling and starts ground support work. On the other hand, if it has not arrived (NO in step S25), the vehicle continues traveling to the work position while repeating steps S22 to S25.

(effect)
As described above, according to the travel route setting system 3 of the present embodiment, the work position of the GSE 4 is determined based on the stop position and model information of the aircraft 100, and the travel route to the work position is automatically set. Therefore, the GSE 4 can be accurately and quickly moved to the working position. Therefore, it becomes possible to perform ground support operations smoothly.

In this embodiment, the route setting unit 33 sets a driving route based on a planar grid G set within the working area 102 including the aircraft 100. By setting a driving route based on the planar grid G, the GSE4 can be moved by automatic driving even if there are no white lines or markers, etc., required for automatic driving of the GSE4 within the working area 102. In addition, since the driving route is set in units of squares of the planar grid G, it is easy to set a driving route that also takes into account the size of each GSE4.

In this embodiment, the route setting unit 33 determines the order in which each GSE 4 is moved to the work position. By determining the order of movement of each GSE4, it is possible to prevent a certain GSE4 from interfering with the movement of other GSE4.

In this embodiment, the reserved area setting unit 34 sets a reserved area at least in front of each GSE 4 in the traveling direction, into which other GSEs 4 cannot enter. By setting such a reserved area, even if the GSE4 is not equipped with a camera or radar, collisions with other vehicles can be reliably avoided.

The driving route setting system 3 of this embodiment can communicate with the GSE control system 2. Therefore, upon receiving flight schedule changes from the air traffic control system, the GSE control system 2 responds to changes in the runway, gate 101 (work area 102), aircraft type, schedule delays, work content changes, etc. and scheduling of workers. This makes it possible to quickly respond to the ever-changing situation inside the airport. In addition, although the schedule of GSE4 changes from moment to moment, since the traveling route setting system 3 of this embodiment can communicate with the GSE control system 2, GSE4's schedule is changed based on the schedule created and reconsidered by the GSE control system 2. The driving route can be reconsidered depending on the situation. Furthermore, when considering the travel route of the GSE 4, the travel route setting system 3 may also consider where the worker will get on and off the vehicle.

Furthermore, as in this embodiment, by connecting the GSE control system 2 and the travel route setting system 3, it is possible to not only generate a travel route that corresponds to changes in the GSE 4 due to changes in aircraft, etc. as described above. , it can also accommodate changes in travel routes due to changes in workers. For example, if the originally scheduled worker is unable to board the predetermined GSE 4 due to an accident, poor physical condition, etc., the GSE control system 2 arranges for a replacement worker. In this case, the travel route setting system 3 can check the current location of the replacement worker using the worker terminal, etc., and change the travel route so that the replacement worker can board the GSE 4.

Further, similar to the above-mentioned worker, when trouble (abnormality such as breakdown or accident) occurs in the GSE 4, the GSE control system 2 arranges for a replacement GSE 4. In this case as well, the travel route setting system 3 can check the current location of the GSE 4 arranged instead and change the travel route in accordance with the operation schedule of the GSE 4.

(Other embodiments)
A modification example in which various changes are made to the above embodiment will be described.

In the above embodiment, the GSE 4 is configured to be capable of automatic operation, but it is not essential that the GSE 4 is capable of automatic operation. When a worker drives the GSE 4, the navigation device may provide navigation to the worker based on the travel route set by the travel route setting system 3. Further, the navigation device may be installed in the GSE 4 or may be a separate device. Furthermore, the travel route set by the travel route setting system 3 may be transmitted to the above-mentioned worker terminal, and the worker terminal may be utilized as a navigation device.

In the embodiment described above, the driving route setting system 3 is provided separately from the GSE control system 2 and each GSE 4, and the driving route setting system 3 includes the work position determination section 31, the current position acquisition section 32, the route setting section 33, and the reserved area. A setting section 34 is included. However, there is no restriction as to where the functional units 31 to 34 of the travel route setting system 3 are physically provided, and at least a part of the functional units 31 to 34 may be incorporated in the GSE control system 2 or the GSE 4. . For example, the entire travel route setting system 3 may constitute a part of the GSE control system 2. Further, the function of the reservation area setting section 34 may be provided in the travel control section 42 of the GSE 4. In this case, the reserved area set in each GSE 4 may be transmitted to other GSEs 4 via the travel route setting system 3, or may be directly transmitted and received between the GSEs 4.

In the above embodiment, a case has been described in which each GSE 4 is moved from the current position (standby position) to the work position. However, after each GSE 4 finishes its ground support work, it is also possible to set a travel route from the work position to the standby position.

In the embodiment described above, a planar grid G is set in the work area 102 around the aircraft 100, and the travel route of each GSE 4 is managed in units of squares. However, it is not essential to use the planar grid G; for example, a planar coordinate system is set in the work area 102 instead of a square unit, and a travel route is set using Dijkstra's method or graph theory using determinants. You may also do so.

In the above embodiment, it is preferable to set a square that overlaps with the aircraft 100 and the boarding bridges 4E and 4F as a reserved area. However, this does not apply if the GSE 4 can run under the wings of the aircraft 100 or under the boarding bridges 4E and 4F. In this case, the driving route setting system 3 includes height information of each GSE 4 (current height information in the case of a GSE whose height changes such as a passenger step, belt loader, high lift loader, etc.), boarding bridge 4E, Even if the height information of the 4F and the height information of the wings of the aircraft 100 are grasped, it is determined whether each GSE 4 can run under the wings of the aircraft 100 and the boarding bridges 4E and 4F. good. Further, if there is a refueling port or a power supply port under the wing or fuselage of the aircraft 100, the fuel tank or the airport power supply vehicle may be allowed to run under the aircraft 100 as necessary.

In the above embodiment, the speed limit of the GSE 4 may be determined for each area within the planar grid G. In this way, it is possible to easily comply with safety standards that set speed limits for GSE4 according to the distance from the aircraft 100, such as ISAGO (IATA's Safety Audit for Operations Ground) set by IATA (International Air Transport Association). can.

In the above embodiment, a reserved area is set for the running GSE 4. However, a reserved area may be set around the stopped GSE 4 that is performing ground support work.

In addition, for GSE4 that tows one or several dollies like a towing tractor that transports cargo, the operation of the dolly being towed is monitored using a laser sensor at the rear of the vehicle, and the dolly is displayed on a flat grid G. Even if the motion is reflected, a reserved area may also be set for the dolly.

Furthermore, in the above embodiment, the reserved area information is shared by all GSEs 4, but even if the information is shared only with GSEs 4 within a predetermined distance from the GSE 4 for which the reserved area is set, The information may be shared only with the GSE4.

Furthermore, in the above embodiment, the GSE 4 is provided with a GPS and the travel control unit 42 so that the GSE 4 travels on its own travel route. However, regardless of whether the GSE 4 operates automatically or manually, the travel route setting system 3 The current location and travel route may be monitored, and if the current location of the GSE 4 deviates from the designated travel route, the GSE 4 or the worker may be notified. Furthermore, when the worker is riding in the GSE4, the GPS signal of the worker terminal and the GPS signal of the GSE4 may be compared to check whether there is any abnormality in the GPS signal of the GSE4.

3: Travel route setting system 4: GSE (Ground Support Equipment)
31: Work position determination section 32: Current position acquisition section 33: Route setting section 34: Reserved area setting section

Claims (5)

A travel route setting system that sets travel routes for a plurality of ground support devices that perform ground support work for an aircraft, the system comprising:
a work position determination unit that determines the work position of each ground support device based on the stop position and model information of the aircraft;
a current position acquisition unit that acquires the current position of each of the ground support devices;
a route setting unit that sets a travel route from the current position of each ground support device to the work position;
Equipped with
The travel route setting system is characterized in that the route setting unit sets the travel route in units of squares of a planar grid set within a work area including the aircraft . The travel route setting system according to claim 1 , wherein the route setting unit determines the order in which each of the ground support devices is moved to the work position. 3. The route setting unit prioritizes each ground support device, and determines the order in which each ground support device is moved to the work position based on the priority order. Driving route setting system. 4. The vehicle according to claim 1, further comprising a reserved area setting unit that sets a reserved area at least in front of each of the ground support devices in the direction of travel, into which other ground support devices cannot enter. Driving route setting system. A travel route setting method for setting travel routes for a plurality of ground support devices that perform ground support work for an aircraft, the method comprising:
a planar grid setting step of setting a planar grid within a work area including the aircraft;
a work position determining step of determining a work position of each ground support device based on the plane grid, the stop position of the aircraft, and model information;
a current position acquisition step of acquiring the current position of each ground support device;
a route setting step of setting a travel route from the current position of each ground support device to the work position in units of squares of the planar grid;
Driving route setting method including.

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