JP2001307300A - Spot management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a spot allocation plan which make an aircraft smoothly take off and handing by restraining a halt and deceleration in a taxiway between runway and spot, smoothly move the whole aircraft passengers by preventing overlapping of passenger guide ways, and make much more aircrafts leave and arrive in an airport. SOLUTION: This system makes the spot allocation plan at 112 based on a flight plan 131 and an allocation condition 107, calculates an estimated value of the spot allocation plan at 102, evaluate that spot allocation plan at 105 based on a specific evaluation index 109 and gets the best spot allocation plan. It outputs an estimated result 108 and the best allocation plan 110, accepts an input of the proposed change of the allocation 111 for the output display. And this system calculates the estimated value for the proposed change at 102, evaluates the proposed change based on the specific evaluation index at 105 and outputs an estimated result 108 and proposed change 110.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to spot management of a parking lot used by an aircraft at an airport, and more particularly to creation of a spot assignment plan for assigning spots based on a take-off and landing plan of an aircraft, and change of spot assignment by changing the schedule on the day. , Monitoring work while parked, and lighting taxiways between runways and spots.

[0002]

2. Description of the Related Art In general, parking spots of aircraft arriving at an airport are conventionally allocated to airlines.
This is especially true at large airports. The development of the spot allocation plan was performed within the spot allocated by the airline.

[0003] Also, in the operation on the day, if the emergency landing aircraft or the disruption of the schedule causes a change in the take-off and landing time and it becomes necessary to change the parking spot for a specific aircraft, the person in charge changes the spot. Was examined on the desk and the spot was changed beyond the airline.

On the ground navigation of an aircraft on a taxiway from a runway to a spot in an airfield, a ground controller determines a route in real time and notifies the pilot of the determined route wirelessly to perform guidance. In addition, the guidance lights were manually turned on.

[0005] The progress of the work on the parked aircraft is reported from the work company to the airline, and the details have not been notified to the airport spot management business.

[0006]

The number of aircraft taking off and landing will continue to increase in the future. According to the 7th Airport Development Plan of the Ministry of Transport's “Information Management Department Air Transport Statistics Annual Report”, in 2005, the total number of international and domestic passengers in a year was 168.
It is estimated to be 600,000, about five times that of 1975. With this expected increase in aviation demand,
The prior art has the following problems.

In the above prior art, no consideration is given to efficient operation of spots, and in particular, no consideration is given to the number of pauses and decelerations on the guidance route between the runway and the spot. It takes time to arrive at the spot and from departure to takeoff.

In addition, since passenger lines are not taken into account in the assignment of spots, aircraft having the same arrival time and departure time may be assigned to nearby spots, resulting in duplication of passenger lines and burden on passengers. I will put it.

Further, when allocating spots for each airline, there is a problem that the vacant time of the spots is divided and the capacity of the airport as a whole cannot be effectively utilized.

[0010] Further, since the actual work time data is not reflected in the flight plan, a more accurate plan cannot be made.

[0011] Further, when the parking spot changes,
In a desk study, it is difficult to derive a change method that minimizes changes while maintaining evaluation criteria such as aircraft guidance efficiency and passenger guidance efficiency.

[0012] Further, when the controller determines the route in real time, the work load including the work of the guide light and the like increases, and human errors may occur.

Furthermore, since it is not possible to grasp the current situation of work delays for parked aircraft as an airport, it took time to take measures for work recovery or to recognize the necessity of spot change.

SUMMARY OF THE INVENTION It is an object of the present invention to create a spot allocation plan that enables a smooth guidance of an aircraft on a taxiway between a runway and a spot while suppressing a pause or deceleration of the aircraft.

[0015] Another object of the present invention is to create a spot allocation plan that suppresses duplication of passenger lines and allows the entire passenger to move smoothly.

It is another object of the present invention to allow many aircraft to take off and land at an airport.

[0017] It is another object of the present invention to allow an airline to grasp the actual working time and create a more efficient flight plan.

Another object of the present invention is to provide a change plan for minimizing the number of aircraft that change the spot while maintaining the aircraft guidance efficiency and passenger guidance efficiency when performing spot change due to a turbulent diamond or an emergency landing aircraft. Is to create

Another object of the present invention is to reduce the load on the controller and reduce human error.

It is another object of the present invention to early detect a delay in work on an aircraft parked at a spot and to take effective measures.

[0021]

Means for Solving the Problems In order to solve the above-mentioned problems, the following configuration is adopted.

In order to smoothly guide the aircraft while suppressing pauses and decelerations on the taxiway between the runway and the spot, a search for a guidance route is performed in consideration of the guidance efficiency of the aircraft when performing a spot allocation plan. .

[0023] In addition, in order to suppress the overlap of passenger lines and to create a spot allocation plan in which all passengers can move smoothly, when performing a spot allocation plan, the efficiency of inducing passengers so as to disperse arrival and departure passengers is improved. Take into account.

Further, in order to enable many aircraft to take off and land at the airport, spots are assigned based on evaluation criteria for effective use of spots without fixing airlines to spots. Also, the degree of achievement of the evaluation standard of the created allocation plan is displayed so that the operator can confirm it visually.

Further, in order to create a flight plan in accordance with a realistic work time, the progress of the work is managed, and the accumulated result data is provided to the airline.

In addition, when creating a spot change plan due to a turbulent timetable or an emergency landing aircraft, a change plan that minimizes the number of aircraft that change the spot while maintaining aircraft guidance efficiency and passenger guidance efficiency is created. In order to do so, the most efficient spot change plan is automatically generated.

Further, in order to reduce the work load of the controller and reduce human error, the search for the guidance route and the guidance light are linked to automate.

Further, in order to early detect a delay in work on an aircraft parked at a spot and take an effective countermeasure, the progress of the work is displayed and monitored.

[0029]

FIG. 1 is a block diagram showing an embodiment of the present invention.
To FIG. 25 and Equations 1 to 2 will be described in detail.

First, terms will be explained. Block-in:
The aircraft has finished taxiing and stops at the spot, indicating the arrival time of the flight. Blockout: An aircraft starts moving from a spot for takeoff and indicates the departure time of the aircraft.

FIGS. 1 to 22 show the first embodiment.
This will be described using Equations 1 and 2. In the first embodiment of the present invention, an efficient spot arrangement plan is considered from a flight plan of an aircraft at an airport in consideration of a taxiway between a runway and a spot, a passenger conductor, and the like, and a spot created by the arrangement plan. It monitors the block-in / out and the working time of the aircraft parked at the spot based on the plan data and the work results.

FIG. 1 shows a configuration diagram of an embodiment of the present invention. In FIG. 1, a spot plan creating unit 101 creates spot plan data 132 in which spots are assigned to aircraft based on flight plan data 131 created by each airline.

On the day of the spot operation, the guide light is turned on 60 for the guidance route obtained by the aircraft guidance route search 703 described later for the landing aircraft.

An aircraft that blocks in or out is detected by the sensor 151, and the photographing unit 15
2, the aircraft is photographed, and the photographed video is displayed on the display unit 80 in real time.

The work result data 133 receives and stores block in / out information from the sensor 151.

The performance management unit 70 manages spot plan data 132 and work performance data 133 created in advance,
It monitors whether the work is proceeding as planned, and displays a time chart of the plan and the work result on the display unit 80. In addition, an instruction is sent to the work management unit 155 according to the progress state of the work.

The work management unit 155 having received the instruction performs the operation in accordance with the instruction, and accumulates the results in the work result data 133.

FIG. 2 shows a device configuration for realizing this embodiment. In order to realize the present embodiment, the computer 201
Output device 202, storage device 204, input device 203,
The wireless device 207 is connected, and the sensor 151 and the camera 20 are connected.
5. The guide light 210 is connected by a network device, and the work management system 209 is equipped with the wireless device 207 and the work vehicle / worker 156 is connected to the GPS receiver 20.
6 and the wireless device 207 may be used. DTAX (domestic air traffic information relay system) 2
08 is also connected via a network.

The storage device 204 is not limited to a magnetic storage device.
An optical disk or a semiconductor memory may be used. In short, it is only necessary to have a sufficient capacity for executing programs and storing data. Further, the storage device 204 may be external or internal to the computer 201.

Although the input device 203 is assumed to be a mouse, a keyboard or another input device may be used, or a combination of them may be used, or any one of them may be used.

Although the output device 202 is assumed to be a display, other output devices may be used, or a combination of them may be used, or any one of them may be used.

The camera 205 is assumed to be capable of shooting a moving image, but may be capable of shooting a still image.

The sensor 151 can detect that the aircraft has entered or exited the spot.

The wireless device 207 may be directly connected to the computer 201 or may transmit and receive information via a human hand without connection. In short, it is only necessary to be able to communicate with the work vehicle / worker 156.

The guide light 210 is installed on the taxiway between the runway and the spot.

As a matter of course, even a special-purpose device that has been decided to implement the present invention may be any device as long as the functions of the peripheral devices described above are satisfied.

In this embodiment, the storage device 204
Flight plan data 131, spot plan data 13
2. The work result data 133 is stored. further,
The storage device 204 stores programs executed by the spot plan creation unit 101 and the performance management unit 70. Here, the storage device 204 may be physically one storage device or a plurality of storage devices. The work management unit 155 includes a work management system 209 and a work vehicle / worker 15.
6 is used.

The display unit 80 uses the output device 202, and the photographing unit 152 uses the camera 205. The guide light 210 is used for the guide light lighting unit 60.

Hereinafter, the spot plan creation unit 101 and the performance management unit 70 that perform the main processing of the present invention will be described in detail.

First, the spot plan creation 101 will be described. FIG. 3 shows a configuration diagram of the spot plan creation unit 101.

In FIG. 3, a spot allocation plan creating means 1 is shown.
12 is flight plan data 131 and allocation condition data 10
7 to create a spot allocation plan.

In the evaluation data calculation means 102, the evaluation database 10
6 to calculate evaluation data such as aircraft guidance efficiency and passenger guidance efficiency.

The allocation plan comprehensive evaluation procedure 105 obtains a spot allocation plan with the highest evaluation based on the calculated evaluation data based on the allocation plan evaluation index 109.

The created allocation plan 132 and its evaluation value are output to the display 104 by a spot allocation plan result output 110 and a spot allocation plan evaluation output 108.

When the operator confirms the allocation plan and evaluation output on the display 104 and makes a change input 111 by his / her own judgment as necessary, the evaluation data calculating means 1
02, based on the evaluation data, comprehensive evaluation 10
5 is performed, and the changed allocation plan is output to the display 104 by the spot allocation plan result output 110 and the spot allocation plan evaluation output 108.

Hereinafter, the data structure and processing contents of the spot plan creation 101 will be described in detail. First, the spot allocation plan creation procedure 112 will be described. The flight plan data 131 is data based on a flight plan submitted by each airline, and includes flight arrival name, estimated arrival time, departure flight name, estimated departure time, aircraft type, spot use purpose of each aircraft, desired It consists of spots to be used. FIG. 4 shows an example of the data structure.

The allocation condition data 107 includes items that are restrictions in allocating spots, such as, for example, the size of the spot, the role, the type of parkable aircraft, and the availability / non-usability at the time.

The spot allocation plan creating procedure 112 is based on the flight plan data 131 and the allocation condition data 107.
Assign parking spots to aircraft. For example, in an airport where m aircraft arrive each day and the total number of spots is s, all combinations of aircraft and spots are m * s. Set a minimum standard for the free time of
Excluding assignments that cannot be used due to combinations of aircraft and spots, the actual number of combinations is m * s or less.

FIG. 5 shows an example of data obtained by the spot allocation plan creating procedure 112. FIG. 6 shows an example of a spot use chart in one of the plans (case 1 in FIG. 5).

In FIG. 6, the vertical axis indicates the spot number, and the horizontal axis indicates time. FIG. 5 shows, for example, that an aircraft with flight number BB0 blocks in spot 1 at 6:40, and flight number BB at 7:30.
This indicates that the aircraft is to be blocked out as a 0 'aircraft.

Next, the evaluation data calculating means 102 will be described. The evaluation data calculation means 102 creates evaluation data for all the assignment plans created by the spot assignment plan creation means 112.

FIG. 7 shows the flow of the evaluation data calculating means. First, the airline satisfaction level calculation processing 701 will be described.

The airline satisfaction level (Ea (i)) is defined as the ratio of aircraft among all airlines that can satisfy the spot request for each airline. For example, in the i-th allocation plan, if the aircraft satisfying the spot request is n (i) aircraft,
The airline satisfaction Ea (i) is represented by (Equation 1).

[0064]

(Equation 1)

Next, the spot free time evaluation score calculation processing 702 will be described.

Evaluation score of spot free time Et (i)
Is the variance of the free time between the departure of one aircraft and the arrival of the next aircraft.
Since spot changes are required for slight diamond disturbances, it can be said that the longer the spot idle time is, the stronger the spots are tolerated when viewed locally. From an overall perspective, it can be said that an allocation plan that has no free time that is too short or too long, and has a smaller variance or standard deviation, is more resistant to disruptions in the schedule. Here, the variance is the evaluation score Et (i) of the spot free time.

For example, in the i-th allocation plan, the number of aircraft using a certain spot Sp (j) (1 <= j <= s) is M (i, j), and the spot Sp (i, j) is The use start time (arrival time) of the k-th aircraft is T1 (i,
j, k), the use end time is T2 (i, j, k), and the average value of all available times is T ', Et (i) is (Equation 2)
As shown in FIG.

[0068]

(Equation 2)

Next, the aircraft guidance route search processing 703 will be described.

The aircraft guidance route search processing 703 searches the guidance route between the runway and the spot based on the guidance route data 710 for a route that the aircraft travels so as not to obstruct other aircraft.

FIG. 8 shows the use of the taxiway from 8:00 to 9:00 in the allocation plan shown in FIG.

[0086] The arriving flight runs from runway 804 to taxiway 805.
And arrives at the spot 703. Departure is Spot 8
From 03, drive toward taxiway 805 to runway 804.

In FIG. 8, the aircraft with flight number AA2 and the aircraft with BB1 arrive at the same time and pass through the same block. AA2 which is an arrival flight and AA1 'which is a departure flight
Also indicate that they pass through the same block. In such a case, each aircraft decelerates or pauses on the taxiway, resulting in a loss of time.

The taxiway data 710 includes data representing a block of the taxiway divided into stop bars in units of a network, a reference moving speed between a straight taxiway and a curved taxiway, a high-speed departure taxiway and a spot, and the same closed block. The deceleration and the like when an aircraft to be used is present are stored.

For the route search, for example, “Automation of aircraft ground guidance using a visual system”: Ministry of Transport, Research Institute for Road Safety and Pollution, Lecture Summary (1999.11) PP39
Using the taxi simulation described in -42, the route with the shortest average aircraft delay time is selected.

Next, the aircraft guidance efficiency calculation processing 704 will be described. Aircraft guidance efficiency E in the i-th allocation plan
g (i) is the average aircraft delay time obtained in the aircraft guidance route search processing 703.

Next, the passenger guidance efficiency calculation processing 705 will be described. The passenger guidance efficiency calculation processing 705 calculates the arrival passenger guidance efficiency Ep (i) from the arrival passenger's gate to the baggage claim and the departure waiting passenger distribution efficiency Ew (i) based on the passenger guidance data 711.

The passenger guidance data 711 stores the number of passengers on each aircraft, the number of passengers who transfer, the traveling speed of passengers, the length of unit blocks on the passenger taxiway, the number of passengers who can guide the unit blocks on the passenger taxiway, and the like. Have been.

FIG. 9 shows the state of the conductors of the arriving passenger from 8:00 to 9:00 in the allocation plan shown in FIG. In FIG. 9, the arriving flight AA2 arrives at the spot 5 at 8:15 and is moving along the arriving passenger guidance route.
1 arrives at Spot 1 at 8:20, indicating that passengers on both flights will travel the same route, causing immigration and congestion at baggage claim.

FIG. 10 shows the distribution of departure passengers from 8:00 to 9:00 in the allocation plan shown in FIG. In FIG. 10, the departure flight AA1 'departs from spot 4 at 8:40, so the passenger is waiting near the waiting area 901. The departure flight CC2 'also departs from Spot 6 at 8:50, so the passenger is waiting near the waiting area 902. Spots 1-3 while passengers on both flights use the same shelter
The nearby shelter is empty.

For example, the arriving passenger guidance efficiency Ep (i) in the i-th allocation plan simulates the movement of a passenger and is set as the sum total of the number of passengers exceeding the limited number of passenger guidance routes.

The distribution efficiency Ew (i) of passengers waiting for departure in the i-th allocation plan is obtained, for example, by dividing all spots into a plurality of groups each of which is close to a waiting place, and arranging at the corresponding spot of each group by time zone. The variance of the number of aircraft in service or the expected number of waiting passengers.

As described above, the evaluation data is calculated for all the allocation plans.

Next, the allocation plan comprehensive evaluation procedure 105 will be described.

In the allocation plan comprehensive evaluation procedure 105, the airline satisfaction Ea obtained in the spot allocation plan creation procedure 112
(I), the spot free time evaluation score Et (i),
Aircraft guidance efficiency Eg (i) and arrival passenger guidance efficiency Ep
(I) Ew (i) is comprehensively evaluated, and an efficient spot allocation plan is obtained in all cases.

Here, an example of the evaluation index 109 used in the allocation plan comprehensive evaluation means 105 will be described with reference to FIG.

The evaluation index 109 includes, for example, items such as “airline satisfaction Ea”, “evaluation score of spot free time Et”, “aircraft guidance efficiency Eg”, “arrival passenger guidance efficiency Ep”, and “departure waiting passenger distribution efficiency Ew”. It is provided about.
The contents of application examples for the items of these evaluation indices are, for example: (1) It is better that the satisfaction level Ea (i) of the airline is large.

(2) It is better that the spot empty time Et (i) is smaller.

(3) The smaller the aircraft guidance efficiency Eg (i), the better.

(4) The smaller the arrival passenger guidance efficiency Ep (i), the better.

(5) The smaller the departure passenger guidance efficiency Ew (i), the better.

Is applied. Then, each evaluation index is weighted.

Next, the spot allocation result evaluation output means 10
8 will be described.

The spot allocation plan evaluation output 108 is shown in FIG.
As shown in FIG. 2, the evaluation result is displayed for the spot allocation plan having the highest overall evaluation. Here, airline satisfaction Ea (i), spot vacancy Et (i),
Aircraft guidance efficiency Eg (i), arrival passenger guidance efficiency Ep
(I), the evaluation value is displayed for the departure waiting passenger distribution efficiency Ew (i). By switching button 1201,
It is also possible to display the evaluation results in descending order of the overall evaluation. The aircraft guidance efficiency Eg (i), the arrival passenger guidance efficiency Ep (i), and the departure passenger distribution efficiency Ew (i) are received by operating the detail buttons 1202, 1203, and 1204, respectively. The screen shown in FIG. 10 is displayed so that the actual efficiency can be visually confirmed.

An arrow 801 indicating a guide route in FIG. 8 may be displayed in a different color or thickness depending on the use time of the guide route.
Also, a warning mark 8 for using the same blockage block
02 may have a different display method depending on a difference in scheduled use time, passing, following, intersection, or the like.

FIG. 6 shows an output example of the spot allocation plan result output means 110. The description of FIG. 6 is as described above.

The operator can use these FIGS. 6, 8, 9,
The change input 111 can be made to the spot plan by an original judgment while checking the screen of FIG.

In this case, a spot allocation plan evaluation output 108 and a spot allocation plan result output 110 are performed by the evaluation data calculation procedure 102 and the allocation plan comprehensive evaluation procedure 106.

Next, the result management unit 70 for performing the second main processing of this embodiment, the spot plan data 132 and the work result data 133 used by the result management unit 70 will be described in detail.

FIG. 13 shows the details of the processing contents of the result management unit 70 and the display unit 80.

The display unit 80 provides a screen for monitoring the current use status of spots and the work results from the time when the aircraft blocks in to the time when the aircraft blocks out.

FIG. 14 shows an example of a work schedule from block-in to block-out of an aircraft. First, a ramp is attached to the aircraft, and passengers get off the ramp. At the same time, the luggage is unloaded, the departure preparation work is carried out when all the passengers have disembarked, and as soon as the departure preparation work is completed, the passengers are boarded and the luggage is loaded. At the turning points of each of the above-mentioned work stages, departure preparation inspections are performed by the flight mechanic, flight crew, and cabin crew, and important control points are set.

In order to monitor whether or not these operations are being performed as scheduled, the following screens are displayed based on the overall progress status creation process 71, the work result creation process 72, the spot use status creation process 73, and the processing contents of the photographing unit 152. Is displayed.

(1) Overall Progress Status Display 81 An example of a screen of the overall progress status display 81 is shown in FIG. FIG.
Indicates the spot use schedule and the results of the aircraft to which the spot is assigned. The vertical axis in the figure is the spot number, and the horizontal axis is time. The band on each spot is
The upper row is the plan, the lower row is the actual in the past, and in the future the DTAX that received the current position from the aircraft in flight.
Reference numeral 208 denotes the estimated spot use time. The obi is
The status may be classified into aircraft states such as flying, descent, ground, and parked, and displayed in different colors.

For example, at the current time of 13:20 G
The G1 aircraft arrived at Spot 1 at 13:00 as scheduled, but the work while parked was likely to be delayed, indicating that the departure time was likely to be late at 15:00. Also, three DDs are scheduled to arrive at 16:00, DTA
Information indicating that the aircraft is likely to arrive earlier than scheduled is input by X208, and if the departure of one GG aircraft is delayed, a state occurs in which the DD1 aircraft cannot park at Spot 1 after arrival, so a warning sign 1501 is displayed. I have.

In order to display the overall progress state display 81, the spot plan data 132 and the work result data 133 are used in the overall progress state creation 71. An example of the data structure of the spot plan data 132 is shown in FIG.
FIG. 17 shows an example of the data structure of No. 3. The overall progress state creation processing 71 performs the overall progress state display 81 by monitoring the spot plan data 132, the work result data 133, the information from the DTAX 208, and the space intervals between spots.

(2) Work Result Display 82 FIG. 18 shows a screen example of the work result display 82. FIG. 18 shows the work progress of a specific spot at the current time. In FIG. 18, the upper band in each work is the scheduled work time, and the lower band is the actual work time in the past and the estimated work time in the future.

For example, in FIG. 18, the work A, B, and C are completed at the current time of 13:20, and the work of D, E, and F is in progress. Here, when an unexpected event occurs in the work E and information on the work delay is obtained from the work performance data 133, the work order rules 74 also cause the work G, H, and I, which cannot be started until the work E is completed, to be delayed. It can be expected to derive. As a result, the scheduled departure time is significantly delayed,
5:00.

To perform the work result display 82, the work result creation 72 includes a work order rule 74 and a standard work time 75.
And the operation result data 133 are used. Work order rule 74
FIG. 19 shows an example of this data. Also, the standard time data 75
FIG. 20 shows an example of this data.

(3) Spot Use State Display 83 FIG. 21 shows a screen example of the spot use state display 83. FIG. 21 shows the usage status of the spot at the current time. When the operator selects a spot group range to be displayed on the entire spot display screen 213, it is determined whether the aircraft is currently parked at the spot in the selected range, whether guidance is being performed, or whether pushback is being performed. indicate.

In FIG. 21, for example, there is no aircraft at the spot 41, and there is an aircraft parked at the spot 45. Further, the spot 43 indicates that an aircraft that is being guided in preparation for parking is present.

In order to perform the spot use state creation 73, the work result data 133 shown in FIG. 17 may be referred to.

(4) Aircraft Image Display 84 at Spot Position FIG. 22 shows a screen example of the aircraft image display 84 at the spot position. FIG. 22 is a photograph of the state of the aircraft near the spot at the current time.

In order to perform the spot position aircraft image display 84, an image photographed by the photographing section 152 is used.

The operator monitors the spot operation state while checking the display screens shown in FIGS. 15, 18, 21 and 22 displayed by the method described above. The operator instructs and selects a specific spot from the overall progress state display screen of FIG. 15 and the work result display screen of FIG. 18, and switches the spot use state shown in FIG. 21 and the spot of the aircraft image at the spot position shown in FIG. it can.

For example, if it can be determined from FIG. 15 that the work of the GG1 flight is delayed, the GG1 flight is selected, the work status of the GG1 flight is displayed on the work record display 82, and the aircraft image display 84 of the spot position is displayed. Represents the state image of the aircraft of GG1. From these display screens, it is determined that the work delay is caused by the work E, and a work recovery instruction is given, or a spot change work of the DD 3 using the same spot 1 is performed next.

As described above, according to the first embodiment, spot allocation is performed in consideration of aircraft guidance efficiency and passenger guidance efficiency, so that deceleration of the aircraft on the taxiway can be suppressed and smoothness can be achieved. Guidance can be performed, and a collision accident on a taxiway can be prevented. In addition, the overlapping of passenger lines is suppressed, and the entire passenger can move smoothly.

Further, since the spots assigned to each airline are not limited, the spot resources of the airport can be effectively used, and more aircraft can take off and land at the airport, leading to an increase in the revenue of the airport.

Further, by automating the selection of the guide route and the lighting of the guide light, the work load on the controller and the human error can be reduced.

Further, since the work state of the aircraft while it is parked in the spot can be monitored in more detail, effective countermeasures can be taken.

Next, a second embodiment of the present invention will be described with reference to FIG.
3 and FIG.

The second embodiment of the present invention relates to a case in which spot operation cannot be performed as scheduled due to disruptions in the schedule or an emergency landing aircraft during actual operation of the spot allocation plan created in advance. , To calculate and provide the most efficient spot change plan. FIG. 23 shows a configuration diagram of the second embodiment of the present invention.

This embodiment is performed by the performance management unit 70 of the first embodiment, and a part of the processing is the same as that of the spot plan creation unit 101 of the first embodiment.

In FIG. 23, a spot re-allocation plan creating means 2301 creates a spot re-allocation plan based on the spot plan data 132, the schedule change information 2302, and the allocation condition data 107.

Hereinafter, the data structure and processing contents will be described in detail.

First, a procedure 2301 for creating a spot reallocation plan
Is described.

The spot plan data 132 is the spot allocation result obtained according to the first embodiment. The schedule change information 2302 records, in addition to the flight data plan 102 in the first embodiment, the scheduled change time of the aircraft whose landing and departure times are to be changed. It is assumed that the scheduled change time has been received from the DTAX 208. The same allocation condition data 107 as in the first embodiment is used.

In the spot re-allocation plan creation procedure 2301,
A spot reassignment plan that satisfies the above three data constraints is created. The creation method is the same as in the first embodiment.

The evaluation data calculation procedure 102, the allocation plan comprehensive evaluation procedure 105, and the aircraft guidance efficiency calculation procedure 103 are the same as those in the first embodiment.
Is added to the “spot change count”. The “spot change count” is the total number of aircraft that need to be changed in response to a change in schedule. As a matter of course, it is preferable that the evaluation index has a small number of spot changes.

Further, the weight of evaluation may be reduced when spots on aircraft of the same airline are exchanged.

The spot allocation plan evaluation output means 108 and the change input means 111 are the same as in the first embodiment.

Spot allocation replanning result output means 110
Is the same as that of the first embodiment, but additionally displays the screen shown in FIG. In FIG. 24, for example, the arrival schedule of the CC0 and CC0 'flights scheduled to park at Spot 5 is delayed from 6:00 to 7:20.
AA0 flight arriving at 8:20 cannot use Spot 5. At this time, AA4 and AA that are going to use spot 2
By exchanging the use spot with the 4 'flight, all the aircraft can use the spot.

As described above, according to the second embodiment, the spot change plan for minimizing the disruption of the schedule and the spot change due to the emergency landing aircraft while maintaining the aircraft guidance efficiency and the passenger guidance efficiency. Can be created.

Next, a third embodiment of the present invention will be described with reference to FIG.
5 will be described.

In the third embodiment of the present invention, the work result data 133 accumulated in the first embodiment is used for the next flight plan. FIG. 25 shows the positioning of the third embodiment of the present invention.

In FIG. 25, the feedback section 25 is used based on the work result data 133 created in the first embodiment.
1. Calculate the standard work time 75 for each aircraft type and flight distance by 1 and create a future flight plan 254.
52.

The flight data creation means 252 is based on the system of each airline. Third of the present invention
The embodiment provides standard working time data 75 as original data for creating flight data in each airline.

The processing will be described below.

The work result data 133 stores, for example, the airline name, aircraft type name, and flight distance of the aircraft in addition to FIG. 17, which is the same as in the first embodiment.

The feedback means 251 includes an airline,
The average work time and the distribution of the work time are calculated for each aircraft type and flight distance, and stored in the standard time data 75. By providing this data to each airline, the airline will
When performing a flight plan, it is possible to confirm from the actual data whether the parking time is appropriate, and to create 252 more realistic flight data.

As described above, according to the third embodiment, by providing the actual standard working hours to the airline, the airline creates a flight and parking plan in accordance with the real working hours. It is possible to reduce the disruption of the schedule due to the difference in the estimation of the working time, the unnecessary parking time, and the change of the spot. In addition, if data is obtained that the work time obtained as actual data is shorter than the assumed work time, it is possible to shorten the parking time in the future, and it is possible to land more aircraft at the airport Becomes This allows
Airport profits that are highly dependent on the number of departures and arrivals can be expected.

[0142]

According to the present invention, deceleration of an aircraft on a taxiway can be suppressed, smooth guidance can be performed, and a collision accident on a taxiway can be prevented.

Further, the overlap of the passenger lines is suppressed, and the entire passenger can move smoothly.

In addition, many aircraft can take off and land at the airport, leading to an increase in revenue at the airport.

Further, the work load of the controller can be reduced and human errors can be reduced.

In addition, effective countermeasures can be taken against delays in work while parked.

In addition, it is possible to create a spot change plan that minimizes the disturbance of the schedule and the spot change by the emergency landing aircraft while maintaining the guidance efficiency of the aircraft and the guidance efficiency of the passenger.

Further, the airline can prepare a flight and parking plan according to the practical working time.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a first embodiment in a spot management system to which the present invention is applied.

FIG. 2 is a diagram showing a device configuration for realizing the first embodiment of the present invention.

FIG. 3 is a detailed configuration of a spot plan creation unit 101 in FIG. 1;

FIG. 4 is flight plan data 1 in FIGS. 1 and 3
31 is a diagram illustrating a data structure of No. 31. FIG.

5 is a diagram showing an example of data obtained by a spot allocation plan creating unit 112 in FIG.

FIG. 6 is a diagram showing an example of a spot use chart in one of the spot allocation plans in FIG. 5;

FIG. 7 is a diagram showing a processing flow of the evaluation data calculation means 102 in FIG.

FIG. 8 is a diagram showing the spot allocation plan shown in FIG.
It is a figure showing a taxiway use state until time.

FIG. 9 shows the time from 8:00 to 9 in the spot allocation plan shown in FIG.
It is a figure showing the state of the conductor of the arrival passenger until time.

FIG. 10 is a diagram showing a distribution state of departure passengers from 8:00 to 9:00 in the spot allocation plan shown in FIG. 6;

FIG. 11 is a diagram showing an example of a plan evaluation index 109 shown in FIG. 3;

12 is a diagram showing a screen example of a spot allocation evaluation output 108 shown in FIG.

FIG. 13 is a diagram showing details of processing contents of a performance management unit 70 and a display unit 80 shown in FIG. 1;

FIG. 14 is a diagram showing an example of a work schedule from block-in to block-out of an aircraft.

FIG. 15 is a screen example of an overall progress state display 81 shown in FIG. 13;

FIG. 16 is a diagram showing an example of the data structure of spot plan data 132 shown in FIGS. 1, 3, and 13;

FIG. 17 is a diagram showing a data structure of work result data 133 shown in FIGS. 1 and 13;

18 is a screen example of a work result display 82 shown in FIG.

FIG. 19 is a data example of a work order rule 74 shown in FIG.

20 is a data example of a standard work time 75 shown in FIG.

21 is a screen example of a spot use state display 83 shown in FIG.

22 is a spot position aircraft screen display 8 shown in FIG.
4 is a screen example of FIG.

FIG. 23 is a configuration diagram of a second embodiment in a spot management system to which the present invention is applied.

24 is a spot allocation plan evaluation output 10 shown in FIG. 23.
8 is a screen example of FIG.

FIG. 25 is a configuration diagram of a third embodiment in a spot management system to which the present invention is applied.

[Explanation of symbols]

 60. Guide light section 70. Performance management section 80. Display unit 101. Spot plan creation unit 102. Evaluation data calculation 104. Display 105. Allocation plan comprehensive evaluation means 106. Evaluation data 107. Assignment condition data 108. Evaluation output of spot allocation plan 109. Plan evaluation index data 110. Output of spot allocation plan result 111. Change input 112. Means for creating spot allocation plan 131. Flight plan data 132. Spot plan data 133. Work result data 151. Sensor 152. Shooting unit

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yuichi Kitazume 4-6 Kanda Surugadai, Chiyoda-ku, Tokyo System Division, Hitachi, Ltd. (72) Inventor Isamu Owaki 3-17-12 Sakae, Naka-ku, Nagoya-shi, Aichi F-term (reference) 5B049 BB31 CC32 CC46 DD00 EE01 EE07 EE31 FF03 FF04 GG04 GG07 5H180 AA26 DD04 EE02 FF01 FF10

Claims (7)

[Claims] In a spot management system for allocating aircraft to spots at an airport and monitoring spots where the aircraft is parked, when creating a spot allocation plan,
Enter the plan for taking off and landing aircraft at the airport on the left and the conditions for allocating spots, create a spot allocation plan based on the plan for taking off and landing on the left and assign conditions for spots, calculate the evaluation value for the spot allocation plan on the left, and Evaluate the spot allocation plan on the left based on the evaluation index, find the optimal spot allocation plan, output the evaluation result on the left and the optimal allocation plan, and change the allocation on the output screen of the optimal allocation plan on the left Accepts the input of the plan, calculates the left evaluation value for the left change plan,
A spot management system that evaluates the proposed change based on a specific evaluation index and outputs the evaluation result and the proposed change. 2. The spot management system according to claim 1, wherein in the calculation of the evaluation value, a guidance route between a runway and a spot in each aircraft is searched, and a guidance time of the aircraft on the guidance route is obtained. Spot management system characterized by 3. The spot management system according to claim 2, wherein a guidance route between the runway and the spot is searched and determined, and when the aircraft is guided to the taxiway, the guidance route determined on the left is lit. Spot management system 4. The spot management system according to claim 1, wherein, in the calculation of the evaluation value, the density of the arriving passengers on each aircraft in the guidance route and the density of the passengers waiting for departure in the waiting area are calculated. Spot management system characterized by efficiency 5. The spot management system according to claim 1, wherein when monitoring the spot, the work performance of the spot is managed, and the work performance on the left is based on the use status of the spot at the airport and the aircraft parked at the spot on the left. The spot management system, which displays the work progress and the image information of the aircraft on the left, and displays the work performance on the left 6. A spot allocation plan created by the spot management system according to claim 1, wherein scheduled take-off and arrival times of the aircraft are changed, and when the spot needs to be changed, the guidance efficiency of the guidance route of the aircraft and the passenger Spot management system that evaluates the guidance efficiency of aircraft and minimizes the decrease in aircraft guidance efficiency and passenger guidance efficiency on the left and creates a change plan that minimizes the number of aircraft that change spots . 7. The spot management system according to claim 1, further comprising a feedback section for work results, wherein the standard time is used when a next spot allocation plan is created.