JP2000276699A - Landing plane approach alarming device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a landing plane approach alarming device where unrequired approach alarms in parallelly arranged runways is suppressed and alarming truly useful for the judgment of an air-traffic controller is performed. SOLUTION: Even when it is detected that airplanes are close to each other within an alarm distance by approach detection (S200), in the case that the airplanes are about to land along a final advance course present on the extension line of the runway respectively (S214), an approach to a lowest interval smaller than the alarm distance is allowed (S218) and an alarm is not generated (S220). A runway advance area with the alarm suppressed is provided with a length corresponding to the final advance course. Further, by utilizing a three- dimensional area with an altitude condition scheduled for a normal landing operation for an area in a plane direction and applying a speed condition scheduled for the normal landing operation, the accuracy of alarm suppression is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a landing aircraft approach warning device which issues a warning when a landing aircraft approaches another aircraft in terminal control of an aircraft at an airport having a parallel runway.

[0002]

2. Description of the Related Art Aircraft taking off and landing are gathered in an airspace around an airport, so that the density of the aircraft in the airspace increases. 2. Description of the Related Art Conventionally, an airport controller gives appropriate instructions to aircraft arriving one after another or departure aircraft one after another, thereby realizing takeoff and landing that ensures safety and improves airport use efficiency.

[0003] The terminal control system provides control information generated based on aircraft information and flight plan information captured by radar to a controller, and supports appropriate judgment and instructions. Conventionally, the landing aircraft approach warning device used in the terminal control system detects and predicts the abnormal approach state between aircraft based on the speed, course, altitude, etc. of the aircraft,
When an abnormality is detected, it has a function of outputting it to a display device or the like. Specifically, a pair of aircraft flying around the airport captured by the radar is generated, and for each of the generated pairs of aircraft, four types of straight-ahead detection, altitude maneuver detection, horizontal maneuver detection, and proximity detection described below are performed. The detection of the occurrence of the abnormal approach state and the judgment of the prediction are performed by two methods.

(1) Straight-Ahead Detection It is predicted and detected whether or not an abnormal approaching state occurs assuming that both aircraft of the candidate pair are going straight ahead from the current position at the current speed.

(2) Detection of altitude maneuver [0005] Assuming that both aircraft in the candidate pair are moving at a constant acceleration in the altitude direction, whether or not an abnormal approaching state occurs is detected and detected.

(3) Detection of horizontal maneuver In an aircraft forming a candidate pair, whether the other is on the left or right side, is forward or backward, or is approaching or moving away from the aircraft in transition An evaluation amount that can determine the like is obtained from the current position information, and these are comprehensively determined to predict and detect whether or not an abnormal approach state occurs.

[0007] (4) Proximity detection [0007] Detection is performed of a case where the relative distance of the aircraft of the candidate pair is already approaching an abnormal state or an abnormal approach of the aircraft pair in a specific area on the extension of the runway.

[0008]

SUMMARY OF THE INVENTION The above-mentioned conventional approach warning device for a landing aircraft has been designed exclusively for a single runway. 2. Description of the Related Art In recent years, in order to cope with an increase in aircraft traffic, two runways have been arranged in parallel at an airport to improve the capacity of a landing aircraft. Aircraft can land in parallel on this side-by-side runway, in which case a non-hazardous approach can occur. In other words, aircraft approaching each runway, if approaching each other in parallel along the extension of each runway, will not be able to approach the smaller spacing than before and have sufficient processing capacity for parallel runways. Can not be demonstrated.

[0009] However, in the conventional landing aircraft approach warning device,
A warning was also issued to a set of aircraft that was normally approaching the parallel runway, and unnecessary information could be provided to the controller. The occurrence of a large number of such unnecessary approach warnings mixed with the actually necessary approach warnings bothers the traffic controller and poses a problem that it may hinder accurate judgment.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to suppress unnecessary approach warnings on a runway parallel to each other and to issue a warning which is useful for a judgment of a controller. It is intended to provide a device.

[0011]

SUMMARY OF THE INVENTION A landing aircraft approach warning device according to the present invention is provided in a terminal control for approaching and landing an aircraft on any of a plurality of runways arranged in parallel.
A landing aircraft approach warning device that warns of an abnormal approach between aircraft in a predetermined runway approach airspace, and a position information acquisition unit that acquires position information of the aircraft, based on the position information of the aircraft. An approach state detection unit that detects an approaching aircraft whose distance to any reference aircraft flying in the runway approaching airspace is equal to or less than a warning distance, and issues an abnormal approach warning for a set of the aircraft that is equal to or less than the warning distance. An alarm generating unit that emits, and a deviation between each movement route of the reference aircraft and the adjacent aircraft with respect to an extension of the runway, and an approach route monitoring unit that determines an abnormal state when the deviation is equal to or more than an allowable limit. An aircraft interval monitoring unit that monitors the occurrence of an abnormal state where the distance between the reference aircraft and the nearby aircraft is less than or equal to the minimum interval, the approach route monitoring unit, and the aircraft At 隔監 vision portion is one having an alarm suppression unit for outputting suppressing instructs the abnormal proximity warning if not detected none of the abnormal state to the alarm unit.

[0012] Another landing aircraft approach warning device according to the present invention includes:
Furthermore, it has an abnormal approach prediction unit that predicts the occurrence of the abnormal approach state based on the respective speed and acceleration of the reference aircraft and the adjacent aircraft, and the alarm generation unit predicts the abnormal approach state In this case, the abnormal approach warning is generated regardless of the suppression instruction from the warning suppression unit.

[0013] Further, the landing aircraft approach warning device according to the present invention further comprises setting an inviolable zone in a space between extensions of the respective runways in order to maintain a lateral distance between aircraft approaching each parallel runway, A non-invasive area monitoring unit that monitors the invasion of the aircraft into the inviolable area; and a parallel approach determination unit that determines whether the reference aircraft and the nearby aircraft enter in parallel on the separate runway. However, the alarm suppression unit is a case where the reference aircraft and the adjacent aircraft enter in parallel without detecting an abnormal state in the approach route monitoring unit, and a case where intrusion into the inviolable area is not detected. The occurrence of the abnormal approach warning is suppressed.

Another landing aircraft approach warning device according to the present invention includes:
Further, an altitude condition determining unit that determines that the altitude of the reference aircraft and the adjacent aircraft is equal to or higher than an upper limit value for a normal landing operation to determine an abnormal state, and the alarm generating unit includes the altitude condition When the determination unit detects an abnormal state, the abnormality approach warning is generated regardless of the instruction of the alarm suppression unit.

The landing aircraft approach warning device according to another aspect of the present invention further determines that the vehicle is in an abnormal state when the speed of one of the reference aircraft and the adjacent aircraft is equal to or higher than an upper limit value for a normal landing operation. A speed condition determination unit, wherein the warning generation unit generates the abnormal approach warning regardless of an instruction of the warning suppression unit when the speed condition determination unit detects an abnormal state. It is.

The landing aircraft approach warning device according to the present invention comprises:
Furthermore, the reference aircraft and the adjacent aircraft each have a controller condition determination unit that determines the establishment of a controller condition that is a controller, the alarm suppression unit determines that the controller condition is satisfied,
It is an important matter to suppress the occurrence of the abnormal approach warning.

Further, the landing aircraft approach warning device according to the present invention
Further, a non-takeoff aircraft condition determination unit that determines the establishment of a non-takeoff aircraft condition that both the reference aircraft and the adjacent aircraft are not takeoff aircrafts, and the alarm suppression unit determines that the non-takeoff aircraft conditions are satisfied. It is an important matter to suppress the occurrence of the abnormal approach warning.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a plan view of an airport model for explaining the processing of the present invention. The airport has two parallel runways 2,4. The parallel runway 2 is composed of two runways 6-1 and 6-2, and the parallel runway 4 is also composed of two runways 8-1 and 8-2. The runways forming these sets, for example, the runways 6-1 and 6-2, may be arranged in parallel, but may be arranged substantially in parallel, and the present invention is effective in any case. It is.
At many airports, two runways are arranged in parallel, but the present invention is also effective when more runways are arranged in parallel.

Runway entry areas 10 to 16 are set at both ends of each parallelly arranged runway due to processing described later. It is monitored whether an abnormal approaching state occurs for the landing aircraft that has entered the runway approach area. Since the runway is used by changing the direction of takeoff and landing according to the wind direction, it is provided at both ends of each runway arranged in parallel, but during operation of the device, only one of the runways is taken according to the direction of takeoff and landing Is used. For example, in the case where the wind direction at a certain point in the drawing is from right to left, the control is generally performed so that the arriving aircraft lands on the left side of the runway 2 and the departure aircraft takes off from the right side. In this case, parallel runway 2
The runway approach area 10 located on the extension of the left end of the aircraft is used in the landing aircraft approach warning process.

FIG. 2 is a schematic diagram for explaining an example of setting a runway approach area. In the figure, the parallel runway 4
A runway approach area 14 set on one end extension of the runway is shown. Hereinafter, in order to facilitate the distinction between the two runways arranged in parallel, L (lef
t), the right side is represented by R (right). Therefore, here, the runway 8-1 is the runway R, and the runway 8-2 is the runway L. Since the runway approach area 14 defines a range to be monitored for the aircraft landing on each of the runways L and R, the approach areas 18-1 and 1 are rectangular areas for each runway.
8-2 (R-side approach area, L-side approach area) is defined, and a combination thereof is defined as a runway approach area 14.

An extension of each of the runways L and R serves as an L-side approach direction axis and an R-side approach direction axis. The extension in the approach direction of each approach area is defined by approach area start lines _{Ｌ L} and ξ _R and approach area end lines η _L and η _R. The approach area start lines ξ _L and ξ _R are lines perpendicular to the L-side approach direction axis and the R-side approach direction axis, respectively, and are provided at positions separated from the ends of the runways L and R by the monitoring start distance. Can be Approach area end lines η _L , η _R
Are also lines perpendicular to the L-side approach direction axis and the R-side approach direction axis, respectively, and are provided at positions separated from the ends of the runways L and R by the monitoring end distance. The monitoring start distance and the monitoring end distance of each of the L side and the R side are parameters set by the user.

The L-side approach area and the R-side approach area are in contact with each other at an intermediate axis between the L-side approach direction axis and the R-side approach direction axis.
That is, runway approach region division line beta _M of the intermediate axis is differentiated between the L-side entrance region and the R-side entrance area. For example, the dividing line beta _M is runway L, through the midpoint of the tip coordinates of R, is set to face an intermediate orientation between the L-side approach axis and R-side approach axis.

The side boundary line β _L outside the L-side approach area is:
From the intersection of the L-side approach axis and eta _L, through a point distant by entering area width w _L outward along the eta _L, it is defined as a straight line which forms an approach angle difference [delta] _L with respect to the runway L . Similarly, the outer side boundaries beta _R of R-side entry region through the intersection of the R-side approach axis and eta _R, eta point distant by entering area width w _R outward along the _R It is defined as a straight line which forms an approach angle difference [delta] _R with respect to the runway R. The width of the approach area and the difference in the approach angle on the L side and the R side are also parameters set by the user.

As described above, the L-side approach area and the R-side approach area are defined.
4 are configured. In the following processing, aircraft L side entry region of the runway approach region, when it is necessary to distinguish one to belongs the R side entry region, when the aircraft is on the division line beta _M is e.g. For convenience, it will be treated as belonging to the R-side approach area.

FIG. 3 is a schematic block diagram of a terminal control system using the present apparatus. In this system, tracking-related data including the position information of the aircraft acquired by the radar unit 30 is input to the computer 32. Note that the radar unit 30 has a function as a position information acquisition unit that acquires position information of the aircraft. In addition, the flight data processing system (FDP)
In m) 34, flight plan information submitted before the flight is registered, and the computer 32 generates flight data update data based on the flight plan information. Processing parameters are stored in, for example, the magnetic disk storage device 36 of the computer 32, and the central processing unit (CPU: Centra) of the computer 32
l Processing Unit) 38 performs processing to be described later based on the tracking-related data, flight data update data, and processing parameters, outputs the processing result to the display device 40, and converts the input data and the processing result data into, for example, a magnetic tape device. It is recorded and stored as log data in a large-capacity storage device such as.

More specifically, tracking-related data acquired by the radar unit 30 and input to the computer 32 includes, for example, the azimuth θ of the aircraft position with respect to the radar unit 30, the distance r, the altitude h, and the It includes a response beacon code and the like specific to the aircraft body to be transmitted. The computer 32 performs a matching process using the response beacon code obtained from the radar unit 30 and the beacon code in the flight plan information registered in the FDP 34 as keys, and is registered for the aircraft captured by the radar. Flight plan information is acquired, and flight data update data is generated. The flight data update data includes, for example, an approach departure status indicating whether the corresponding aircraft is a departure aircraft or an arrival aircraft, a status where the corresponding aircraft is being tracked by radar, or a list status which has not been tracked yet. The information includes a flight tracking status indicating whether the aircraft is in a certain state, and a track number assigned to each of the aircraft in the tracking state to identify them.

The aircraft position information represented by the azimuth θ, the distance r, and the altitude h obtained from the radar unit 30 is converted by the computer 32 into aircraft position information (x, y, h) represented by a rectangular coordinate system. Is converted to

Executing the approach warning processing program on the computer 32 causes the computer 32 to function as a landing aircraft approach warning device according to the present invention. FIG. 3 shows functional blocks of the landing aircraft approach warning device. This landing aircraft approach warning device 50 includes an abnormal approach prediction unit 5.
2. Approach state detection unit 54, alarm generation unit 56, alarm suppression unit 58, controller condition determination unit 60, non-takeoff aircraft condition determination unit 6.
2, approach airspace condition determination unit 64, altitude condition determination unit 66, speed condition determination unit 68, approach route monitoring unit 70, parallel approach determination unit 72, aircraft interval monitoring unit 74, inviolable zone monitoring unit 76
It is comprised including. The functions of these units will be clarified in the following description.

FIG. 4 is an overall schematic flowchart of the approach warning process performed by the landing aircraft approach warning device 50. The abnormal approach warning is also called a collision alert (CA: Conflict Alert), and the term CA may be used in the following processing, and the approach warning processing may be simply referred to as CA processing.

The radar coverage is divided into sectors, and the CA process is started for each sector. A sector is a fan-shaped area whose distance and direction from the radar have a predetermined width. The CA process is performed on an aircraft detected in the sector by the radar unit 30 and a target signal which is likely to be detected. The CA input interface S100 acquires tracking-related data corresponding to a target signal in a sector from another processing block, and sequentially processes the acquired data.

Note that processing other than CA processing is also performed on the computer 32, and data other than tracking-related data can be transmitted and received between them. Therefore, the traffic control system assigns a transmission code to each data to identify the various data. In principle, only the tracking-related data should be passed to the CA process. However, just in case, the transmission code of the acquired data is checked (S102), and only when the code indicates the tracking-related data, a substantial The process is performed. On the other hand, if the code indicates other data such as flight data update data, the CA process is not performed on the data.

After the determination of the transmission code, it may be determined whether or not the target is a controller, and if the target is other than the controller, the CA processing may not be performed.

The CA process determines whether there is an approaching state between the target aircraft and the tracking aircraft. The aircraft being tracked is managed as a truck (track) identified by the track number as described above.
All recognized tracks are registered in the table. The target may be already registered in this table, or may not be registered if it is newly acquired. In the CA process, the tracks are sequentially taken out of the table, and the approach between the track and the target is determined. This determination process is repeated as long as there is an unprocessed track for a certain target (S1).
04). The determination as to whether there is any unprocessed one is made based on whether or not the determination processing has been repeated for the number of tracks input to the table.

If there are unprocessed tracks, one of them is selected, and a candidate pair is defined by the selected track and the target (S106). If the track corresponding to the target is registered in the table, simply generating a pair with all the tracks registered in the table will generate a pair with the target itself. Since the approach determination is unnecessary for the pair, it is determined that the pair is not a valid candidate pair, and the process S1 is immediately performed.
04 to start generating another candidate pair (S10
8).

When the processing has been completed for all the tracks registered in the table (S104), the CA output interface is activated and the alarm output processing is performed (S110). In the alarm output process, based on the result of the abnormal approach determination process performed for each candidate pair, there is an aircraft that is in an abnormal approach state with the target aircraft, or another aircraft that is predicted to be in an abnormal approach state. If so, a process of issuing an alarm is performed. By this processing, an alarm is displayed on the display device 40, and the log data is recorded in the mass storage device 42. Here, the process S110 is executed by the alarm generation unit 56.

Next, an abnormal approach determination process performed on each candidate pair will be described. In the abnormal approach determination processing of the present apparatus, four types of detection methods are possible: straight-ahead detection, altitude maneuver detection, horizontal maneuver detection, and proximity detection. The former three of them are the prediction detection described in the prior art. The state targeted for prediction detection is a state that may become an abnormal state in the future, and the current state itself is generally not abnormal. On the other hand, the proximity detection detects that the current state is immediately abnormal. In this regard,
It can be said that each prediction detection is less urgent than the proximity detection. Therefore, the present apparatus is configured so that the user can select whether or not to perform each of the three prediction detections. Based on the parameters set by the user, whether straight-ahead detection is performed (S120), altitude maneuver detection is performed (S122), or horizontal maneuver detection is performed (S12)
4) is determined, and only the straight line detection processing (S126), the altitude maneuver detection processing (S128), and the horizontal maneuver detection processing (S130) specified by the user are executed. As a result, the processing load on the computer 32 that performs the processing is reduced, and the troublesomeness of the user is reduced by suppressing information that the user does not want. Here, the abnormal approach prediction unit 52 performs these three prediction detections.

The proximity detection processing S132 is a proximity state detection unit for detecting a state in which the relative distance to the processing target aircraft flying in the runway approach area is already abnormal, that is, a proximity aircraft approaching the warning distance or less. Function. In this process, the relative distance (warning distance) determined to be abnormal can be set by the user. For example, the warning distance is 3 nautical miles in the horizontal direction (1852 nautical miles) and about 300 feet (about 80 m) in the height direction. This proximity detection processing S132 is performed by the proximity state detection unit 54.

The major feature of this apparatus is that parallel runway requirement determination processing S134 is performed following proximity detection S132. As already mentioned, a successful parallel approach of an aircraft to a side-by-side runway can result in a close proximity that is not dangerous. In the parallel runway requirement determination process S134, a process of detecting such a proximity state and suppressing an abnormal approach warning in that case is performed. The process S134 is performed by the alarm suppression unit 5
8 is achieved by receiving a result of determination / monitoring or the like by each unit 60 to 76 of the present apparatus and determining whether to suppress the alarm.

The CA flag counting process S136
Is a count process for determining the occurrence and stop of the abnormal approach warning based on the occurrence and resolution of the abnormal approach state in several consecutive scans. That is, in the CA flag count process, an abnormal approach warning is issued only when an abnormal approach state is detected in a predetermined number of consecutive scans (for example, three times), or an abnormal error occurs in a predetermined number of consecutive scans (for example, three times) In order to stop the abnormal approach warning only after the approach state is no longer detected, the number of scans in which the abnormal approach state continues or the number of continuous scans in which the abnormal approach state is avoided is counted.

FIG. 5 shows a parallel runway requirement determination process S134.
It is a processing flow figure of. In order to suppress the alarm, first, it is determined whether or not the detected state among the four types of the proximity detection is only the proximity detection (S200). If a type other than proximity detection is detected, suppression of an abnormal approach warning is not performed. This is because the three prediction detections other than the proximity detection predict that the routes of the two aircraft constituting the candidate pair approach and intersect, and cannot be said to be normal parallel approaches. Here, if no abnormal approach is detected, no warning instruction is issued, so that no alarm is generated even if the process branches to the alarm non-suppression side in step S200. This processing S200 is performed by the alarm suppression unit 58.

If it is determined that only the proximity detection is performed, it is determined whether both aircrafts are controllers (S20).
2). In other words, not only the target but also the truck is required to be a traffic controller as a condition for suppressing the abnormal approach warning. Whether or not it is a traffic controller can be determined by matching with flight plan information. This condition gives the possibility of suppressing the alarm only if both the identity of the candidate pair are clear. On the other hand, if any of the identities is not clear, an alarm is issued based on the proximity detection. This processing S202 is performed by the controller condition determination unit 60.

If it is determined in step S202 that both aircraft are air traffic controllers, it is further determined whether both aircraft are not departure aircraft, that is, whether both aircraft are non-takeoff aircraft (S).
204). Whether or not it is a departure aircraft is determined by the value of the entry / departure status of the flight data update data. This is because the parallel approach that can suppress the warning is limited to a case where both aircraft are landing aircraft. In other words, in the case of a landing aircraft, there is a restriction of approaching along the extension of the runway, so even if proximity detection is performed, it can be determined that it is safe under predetermined conditions. Has no or loose constraints on such a course,
This is because if at least one of the candidate pairs is a takeoff aircraft and proximity detection is performed, it is more appropriate to generate an alarm from the detection of ensuring safety. This process S204 is performed by the non-takeoff aircraft condition determination unit 62.

If it is determined in step S204 that both aircraft are non-takeoff aircraft, area information of both aircraft is obtained (S206). This area information basically indicates whether each aircraft of the candidate pair is located within the runway approach area,
It is information on whether it is located outside. Alarm suppression is performed only when both aircraft are located in the same type of area (S208). The reason for this is that the alarm suppression of the present device is performed by using the change of the route constraint imposed in the parallel approach. In other words, the warning suppression can be performed when it is determined that both aircraft are in a state of landing. If the aircraft is not in the landing position, as in the case of the take-off aircraft, the conditions for its course are loose, and the possibility of a course change is higher than at the time of the landing position, so basically a warning should be issued. . Therefore, basically, the runway approach area is set according to the area where the arrival aircraft enters the landing state and the course is restricted. More specifically, the location of the approach area start line that defines the runway approach area will be set according to the location where the aircraft enters the landing position. This processing S2
06 and S208 are performed by the approach airspace condition determination unit 64.

In this flowchart, even when both aircraft are located outside the runway approach area, alarm suppression is performed. This means that this device plays a part in the terminal control for the area around the airport, and that it is intended exclusively for the range of the runway approach area where the density of aircraft is high. Outside the entry area is due to being subject to another system. Therefore, the condition of the process S208 is that the case where the target aircraft is flying in the runway approach area and the aircraft corresponding to the truck is outside the area is excluded from the alarm suppression.

If it is determined in step S208 that both aircraft are flying in the same area, the altitudes of both aircraft are both equal to or lower than the monitored altitude upper limit (S210), and the speeds of both aircraft are monitored. It is below the speed upper limit value (S21
2) is imposed as a condition for alarm suppression. These are both
This is based on the fact that the warning suppression is performed when both aircraft are ready to land. That is, the monitored altitude upper limit value is an upper limit value of an altitude that can be taken for a normal landing operation in the runway approach area. From the point of view of simplifying the process,
This upper limit is set constant within the runway approach area,
Considering that the altitude of the aircraft decreases as approaching the runway, the aircraft may be set high on the approach area start line side and low on the approach area end line side. The monitoring speed upper limit is
This is the upper limit of the speed that can be taken for a normal landing operation in the runway approach area.

An aircraft that does not drop its altitude and speed to the expected level in the runway approach area is acting unexpectedly. The meaning of the conditions in steps S210 and S212 is that it is not possible to apply the purpose of suppressing the warning that the aircraft is safe because it performs the restricted action of parallel approach to such an aircraft. Processing S
Steps 210 and S212 are performed by the altitude condition determination unit 66 and the speed condition determination unit 68, respectively.

When these conditions S210 and S212 are satisfied, it is monitored whether or not both aircraft are flying along the extension of the runway (S214). Here, it is first monitored whether each aircraft is flying in substantially the same direction as the extension of the runway that is considered to be approaching. In the determination that the flight direction is substantially the same as the extension of the runway, a predetermined angle shift is allowed. It is also monitored that the distance between the movement path of the aircraft and the vertical plane standing on the extension of the runway, that is, the horizontal deviation between the movement path and the extension of the runway is less than an allowable limit. As a result of these monitoring, if it is determined that the movement route of the aircraft does not follow the extension of the runway, it is not a normal approach state to the runway, and the alarm is not suppressed. This processing S214 is performed by the approach route monitoring unit 70.
Done by

If the condition S214 is satisfied, it is determined whether both aircraft are flying in the same approach area, that is, both aircraft are flying in the L approach area, or both aircraft are flying in the R approach area. It is determined whether it is in the middle (S216).
This process S216 is performed by the parallel approach determination unit 72.

In the process S216, when it is determined that both aircraft are flying in the same approach area, that is, not in parallel to the runway in which both aircraft are arranged in parallel, but successively approaching the same runway one after another. If, the occurrence of an abnormal state in which the interval between the two devices (here, exclusively the front-rear distance) is less than the minimum interval is monitored (S218). This processing S21
8 is performed by the aircraft interval monitoring unit 74. Here, if an abnormal condition that is shorter than the minimum interval occurs, the alarm suppression is not performed. On the other hand, if it is determined that the abnormal state has not occurred, the process proceeds to the CA display suppression process S220. Note that the minimum interval is set to be smaller than the warning distance, and is set to a value such as 2 nautical miles for a horizontal alarm distance of 3 nautical miles.

The CA display suppression processing S220 is performed by the alarm suppression unit 58. In the CA display process, the alarm suppressing unit 58 instructs the alarm generating unit 56 not to generate an abnormal approach alarm for the target that has been processed. For example, this instruction is generated by setting a message or setting a flag in a predetermined field of the CA alarm information data generated as a processing result for the target and transmitted to the alarm generating unit 56. Then, the alarm generator 56 receives the CA alarm information data, and does not display an alarm on the display device 40 when an instruction to suppress the alarm is set therein.

If it is determined in step S216 that both aircraft are flying in different approach areas, that is, if it is determined that both aircraft are approaching in parallel, NTZ
It is confirmed whether the flag is in the ON state (S22).
2). When the NTZ flag is in the ON state, the inviolable area monitoring unit 76 is operating. Non-aggression area monitoring unit 76
Is a non-aggressive area (NTZ: No Tra) which is a three-dimensional area provided between the final approach courses to the runways arranged in parallel.
nsgression zone). FIG.
FIG. 1 is a schematic diagram showing the concept of NTZ. By monitoring the entry of aircraft into NTZ 250, the lateral spacing between aircraft 256, 258 entering each runway 252, 254, which are arranged side by side, simultaneously or at short intervals can be monitored. Therefore, while the inviolable area monitoring unit 76 is operating, it is possible to maintain the horizontal spacing of the aircraft entering in parallel based on this monitoring, and in the event of an abnormal situation, the inviolable area monitoring unit 76 notifies the abnormality separately. Therefore, the warning on the CA display may be suppressed (S220). On the other hand, processing S2
If it is detected in step 22 that the NTZ flag is in the OFF state, it means that the inviolable area monitoring unit 76 is not operating. The minimum interval is monitored by the monitoring unit 74 (process S218), and it is determined whether or not to suppress the alarm.

If it is determined by the above processing that the predetermined condition is satisfied, the alarm is suppressed. In the case where alarm suppression is not performed in the above description,
This means that the process S220 is skipped and the parallel runway requirement determination process S134 ends.

FIG. 7 is a schematic diagram for explaining a specific example of the processing of the present apparatus. The figure shows parallel runways 300-1, 30
A runway approach area 302 corresponding to 0-2 is set. The runway approach area 302 includes parallel runways 300-1 and 300-2.
The L-side approach area 304-1 and the R-side approach area 304-2 respectively correspond to. In the figure, the position of the aircraft is indicated by the alphabetical letter "A", and its traveling direction is indicated by an arrow.

In FIG. 5A, the R-side approach area 30 is shown.
The target is the aircraft 310 flying on the final approach course in 4-2. The inner radius r _min of the two dashed circles centered on the target aircraft 310 is the minimum distance, and the outer radius is the warning distance r _CA. Aircraft 312 flying ahead on the same final approach course as aircraft 310 may have a distance from aircraft 310 that is less than or equal to the alert distance (ie, proximity has been detected), but at a minimum distance, and Flying normally along the approach course. The aircraft 314, which is flying on the final approach course to the runway 300-1 behind the aircraft 310, also detects proximity to the aircraft 310, but keeps a minimum distance, and follows the final approach course. Flying normally. Assuming that these aircraft 312 and 314 also satisfy other requirements, in relation to aircraft 310, the occurrence of an alarm is suppressed despite proximity detection.

In FIG. 6B, the L-side approach area 30 is shown.
The aircraft 320 flying on the final approach course in 4-1 is the target. The radius of the dotted circle centered on the target aircraft 320 is the above-mentioned minimum interval. Aircraft 32
The aircraft 322 flying in the R-side approach area opposite to that on which the aircraft 0 is flying keeps the minimum distance from the aircraft 320, but is detected by the abnormal approach prediction unit 52 as a horizontal maneuver. . That is, aircraft 322 changes its course to the left and intersects the final approach course of aircraft 320. In this case, regardless of the presence or absence of proximity detection, alarm suppression is not performed, and an abnormal approach warning is issued based on the detected horizontal maneuver. For the aircraft 324 that is flying outside the runway approach area 302, if proximity detection is performed, an alarm is issued without considering the requirement that the aircraft's course is on an extension of the final approach course. You.

The determination result of the abnormal approach state is stored in the CA alarm information data, and the display on the display device 40 is performed based on the data. In the display device 40, the position of the aircraft and the type of the control device are represented by symbols displayed on the map. Then, various information such as an aircraft identification number, altitude, and aircraft type are displayed beside the symbol. The abnormal approach warning is displayed using an abbreviation in an extension field of the added information. For example, the letters "LP" are displayed for the occurrence of CA due to the straight-ahead detection, the letters AM and HM are respectively displayed for the CA occurrence caused by the detection of the altitude maneuver and the detection of the horizontal maneuver.

It should be noted that some judgment requirements in the above-mentioned landing aircraft approach warning device 50 can be appropriately selected and used. For example, the abnormal approach prediction unit 52, the controller condition determination unit 60, the non-takeoff aircraft condition determination unit 62, the altitude condition determination unit 6
6. Landing aircraft approach warning devices that do not include all or a portion of the speed condition determination unit 68 and landing aircraft approach warning devices that do not include the parallel approach determination unit 72 and the inviolable area monitoring unit 76 are also within the scope of the present invention. Belong to.

[0058]

According to the landing aircraft approach warning device of the present invention,
The approach route monitoring unit determines that the movement route of the aircraft from the extension of the runway is not greater than the allowable limit, and the aircraft spacing monitoring unit determines that the distance between the aircraft is not less than the minimum clearance. In this case, even if the approach state detection unit detects the abnormal approach state by the proximity detection, the alarm suppression unit suppresses the generation of the alarm. That is, when approaching the parallel runway along the planned approach route, it is not necessary to generate a CA alarm as long as the minimum interval is maintained. It is possible to suppress and provide only the more necessary CA warning to the controller, and it is possible to obtain an effect that the speed and accuracy of the determination in the aircraft control can be ensured.

According to the landing aircraft approach warning device of the present invention, the abnormal approach predicting section predicts the intersection of the course of the aircraft, and does not suppress the CA warning if the intersection can occur, thereby providing the CA warning. The effect that the precision can be improved is obtained.

According to the landing aircraft approach warning device of the present invention, when the parallel approach judging unit detects parallel approach to the parallel runway, the inviolable area monitoring unit monitors the horizontal interval of the aircraft. In this case, an effect of suppressing generation of an alarm can be obtained.

According to the landing aircraft approach warning device of the present invention, the CA is determined based on the determinations made by the altitude condition determination unit, the speed condition determination unit, the traffic controller condition determination unit, and the non-takeoff aircraft condition determination unit.
The effect that the warning can be suppressed more appropriately is obtained.

[Brief description of the drawings]

FIG. 1 is a plan view of an airport model for explaining the processing of the present invention.

FIG. 2 is a schematic diagram for explaining an example of setting a runway approach area.

FIG. 3 is a schematic block diagram of a terminal control system using the present apparatus.

FIG. 4 is an overall schematic flowchart of an approach warning process performed by the landing aircraft approach warning device.

FIG. 5 is a processing flowchart of parallel runway requirement determination processing.

FIG. 6 is a schematic diagram illustrating the concept of NTZ.

FIG. 7 is a schematic diagram for explaining a specific example of processing of the present apparatus.

[Explanation of symbols]

2,4 Parallel runway, 6,8 runway, 10,1
2,14,16 Runway approach area, 30 radar sections, 3
2 computer, 34 FDP, 38 CPU, 40 display device, 50 landing aircraft approach warning device, 52 abnormal approach prediction unit, 54 approach state detection unit, 56 alarm generation unit, 58
Alarm suppression unit, 60 air conditioner condition judgment unit, 62 non-takeoff aircraft condition judgment unit, 64 approach airspace condition judgment unit, 66 altitude condition judgment unit, 68 speed condition judgment unit, 70 approach route monitoring unit, 72 parallel approach judgment unit, 74 Aircraft interval monitor, 7
6 Inviolable area monitoring department.

Claims (7)

[Claims] In a terminal control for approaching and landing an aircraft on one of a plurality of runways arranged in parallel, a landing aircraft approaching to warn of an abnormal approach state of the aircrafts within a predetermined runway approaching airspace. A warning device, wherein: a position information acquisition unit that acquires position information of the aircraft; and a distance to any reference aircraft flying in the runway approach airspace based on the position information of the aircraft, which is equal to or less than a warning distance. An approach state detection unit that detects a proximity aircraft that is an alarm warning unit that issues an abnormal approach warning for a set of the aircraft that is less than or equal to the warning distance. Each of the reference aircraft and the proximity aircraft with respect to an extension of the runway An approach route monitoring unit that monitors a deviation from the moving route and determines that the abnormality is in an abnormal state when the deviation is equal to or more than an allowable limit; and An aircraft interval monitoring unit that monitors the occurrence of an abnormal state in which the separation is equal to or less than the minimum interval smaller than the warning distance; and the abnormal state when none of the abnormal states is detected by the approach route monitoring unit and the aircraft interval monitoring unit. And a warning suppression unit that outputs an instruction to suppress the approach warning to the warning generation unit. 2. An abnormal approach predicting section for predicting occurrence of the abnormal approach state based on respective speeds and accelerations of the reference aircraft and the adjacent aircraft, wherein the alarm generating section is configured to perform the abnormal approach. The landing aircraft approach warning device according to claim 1, wherein when the state is predicted, the abnormal approach warning is issued regardless of the suppression instruction from the warning suppression unit. 3. A non-aggression zone is set in a space between the extension lines of the respective runways in order to maintain a lateral space between the aircraft approaching each parallel runway, and the entry of the aircraft into the non-aggression zone is monitored. A non-aggression area monitoring unit, and a parallel approach determination unit that determines whether or not the reference aircraft and the nearby aircraft approach different runways in parallel. The alarm suppression unit includes the approach route. In the case where the reference aircraft and the adjacent aircraft enter in parallel without an abnormal state being detected by the monitoring unit, and when the intrusion into the inviolable area is not detected, the occurrence of the abnormal approach warning is suppressed. The landing aircraft approach warning device according to claim 1 or 2, characterized in that: 4. An altitude condition judging unit for judging an abnormal state when an altitude of one of the reference aircraft and the adjacent aircraft is equal to or higher than an upper limit value for a normal landing operation; 4. The apparatus according to claim 1, wherein, when the altitude condition determination unit detects an abnormal state, the abnormal approach warning is generated regardless of an instruction from the alarm suppression unit. Landing aircraft approach warning device. 5. A warning condition generating unit comprising: a speed condition determining unit that determines an abnormal state when a speed of one of the reference aircraft and the adjacent aircraft is equal to or higher than an upper limit value for a normal landing operation; The method according to any one of claims 1 to 4, wherein when the speed condition determination unit detects an abnormal state, the abnormal condition alarm is generated regardless of an instruction from the alarm suppression unit. Landing aircraft approach warning device. 6. The air conditioner further includes a controller condition determining unit that determines whether a controller condition is established in which the reference aircraft and the adjacent aircraft are both controllers, and the alarm suppression unit determines that the controller condition is satisfied. 6. The landing aircraft approach warning device according to claim 1, wherein the control unit determines that the occurrence of the abnormal approach warning is an important matter. 7. A non-takeoff aircraft condition judging unit for judging a non-takeoff aircraft condition that both the reference aircraft and the adjacent aircraft are not takeoff aircrafts, wherein the alarm suppressing unit is The landing aircraft approach warning device according to any one of claims 1 to 6, wherein fulfillment of the condition is an important matter of suppression of occurrence of the abnormal approach warning.