JP2002074600A - Inter-airport trafic controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inter-airport traffic controller which automatically performs the control of a stop line light 9a and the permission for the entering of an aircraft to a runway from a taxiway 13a and thereby reduces the load of ground control. SOLUTION: The controller is provided with an arriving aircraft information acquirement part 4 acquiring information on an arriving aircraft whose landing is permitted, a runway removal detecting part 5a detecting removal from the runway 12 to a taxiway 12, a start aircraft information acquirement part 2 acquiring information of the departing aircraft which is permitted to enter the runway 12 from control information obtained from ground control, a departing aircraft takeoff detecting part 3 detecting the takeoff of the departing aircraft, an aircraft existing state judging part 6 judging the presence or no presence of the aircraft on the runway 12 by acquirement information on the arriving aircraft information acquirement part 4 and the departing aircraft information acquirement part 2 and detection information of the runway removal detecting part 5a and departing aircraft takeoff detecting part 3, an entering permission judging part 7 judging the propriety of the entering of the aircraft to the runway 12 from the result of the aircraft existing state judging part 6 and an entering permission display part 8 displaying the result of the entering permission judging part 7.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traffic control system in an airport, and more particularly to a system for controlling a traffic control system in an airport from the time when a landing aircraft enters a control right of ground control to the time when the takeoff aircraft moves to a spot. The present invention relates to a traffic control device in an airport, which makes it possible to reduce the burden on the ground control and the pilot until the control right is transferred.

[0002]

2. Description of the Related Art Conventionally, at an airport, a stop line light (stop bar) is provided on each taxiway at a connection portion between a runway and a taxiway, and by turning on or off the stop line light, Commands are issued to the take-off aircraft, such as whether or not to permit entry from the taxiway to the runway. In this case, the control of turning on or off these stop line lights is performed by ground control comprehensively based on ground control information, communication information between the ground control and the pilot of the departure or arrival aircraft, and the like. When a command to permit entry to the runway is issued, an operation of turning off the stop line light and turning on the taxiway center line light in front of the stop line light is performed.

[0003] In this case, the ground control obtains the arriving aircraft information from the air traffic control in the form of an operation slip, and obtains the arriving aircraft information indicating that there is an arriving aircraft. It is determined by the radio communication with the pilot of the arriving aircraft that the arriving aircraft has landed on the runway and has departed from the runway to the taxiway. Ground control is based on information about the departure aircraft obtained by wireless communication with the pilot of the departure aircraft.The departure aircraft that issued the takeoff permission first actually enters the runway, and the departure aircraft leaves the runway. The takeoff has been obtained by radio communication with the pilot of the departure aircraft. The runway entry permission for the next departure aircraft is issued when such information is arranged and it is determined that it is safe to enter the runway.

Further, for each aircraft spot at the airport parking lot, the ground control searches the spot management table for an empty spot, and finds a spot where the arriving aircraft is parked based on the operation slips of all aircraft. broth,
New arrival aircraft are assigned to spots found.

[0005]

In the above-mentioned known airport traffic control system, the control of turning on and off the stop line light is performed manually by the ground control, so that the burden of the ground control is large, and especially the aircraft is controlled. In the case of airports with a large number of arrivals and departures, the control of turning on or off the stop line lights by manual operation of the ground control is naturally limited, and sometimes delays in the departure and arrival times of aircraft may occur. In the worst case, a departure aircraft entering the runway collides with an arrival aircraft landing on the runway.

In order to eliminate such a problem, the control of turning on or off the stop line lamp may be automated so as to reduce the burden on the ground control. When performing automation such as control, the presence status of aircraft on the runway must be automatically determined,
This cannot be achieved with current airport facilities.

[0007] Regarding the management of each spot in an airport parking lot, as the number of times of departure and arrival of aircraft increases, the allocation of spots where the arriving aircraft parks tends to be delayed,
At this time, the departure aircraft and the arrival aircraft are stagnated on the taxiway, and there is a concern that the operation of the airport may be hindered.

The present invention has been made in view of the above technical background, and one object of the present invention is to automatically control the turning on or off of a stop line light and automatically permit a departure aircraft to enter a runway from a taxiway to a runway. It is an object of the present invention to provide a traffic control device in an airport, which can reduce the burden on ground control and pilots.

Another object of the present invention is to determine the vacant state of a spot, automatically assign a spot to an arriving aircraft, and reduce traffic on the ground control and pilot, thereby enabling traffic control in an airport. It is to provide a device.

[0010]

In order to achieve the above object, an airport traffic control device according to the present invention is an airport traffic control device for judging permission of an aircraft to enter a runway from a taxiway. Aircraft information acquisition means for acquiring the landing aircraft information permitted for landing, runway departure detection means for detecting the departure of the aircraft from the runway to the taxiway, and glide based on the control information obtained from the ground control. Departure aircraft information acquisition means for acquiring departure aircraft information permitted to enter the road; departure aircraft takeoff detection means for detecting departure of the departure aircraft; acquisition information of the arrival aircraft information acquisition means and the departure aircraft information acquisition means Aircraft presence status determining means for determining the presence or absence of an aircraft on a runway based on each detection information of the runway departure detecting means and the departure aircraft takeoff detecting means, A first permission determination unit configured to determine whether the aircraft waiting to enter the runway can enter the runway based on a determination result of the aircraft state determination unit; and an entry permission display unit configured to display a determination result of the approach permission determination unit. It has a configuration.

[0011] According to the first configuration, the aircraft presence status determining means includes the arriving aircraft information acquired by the arriving aircraft information acquiring means, the departure aircraft information acquired by the departing aircraft information acquiring means, and the runway departure detecting means. Based on the detected runway departure detection information and the departure aircraft takeoff detection information detected by the departure aircraft takeoff detection means, the presence / absence of an aircraft on the runway is determined. Since it is determined whether or not to enter the runway, and the entry permission determination means displays the determination result, the control of turning on or off the stop line light is automatically performed, and from the taxiway to the departure aircraft. A permission to enter the runway can be issued automatically, thereby reducing the burden on ground control and aircraft pilots.

According to another aspect of the present invention, there is provided an airport traffic control apparatus for allocating spots to aircraft at an airport parking lot, wherein In-spot aircraft detection means for detecting the presence / absence of arrival, arrival aircraft information acquisition means for acquiring arrival aircraft information from ground control, departure aircraft information acquisition means for acquiring departure aircraft information, and the in-spot aircraft detection means Spot allocating means for allocating spots of the arriving aircraft based on the detected information obtained, the arriving aircraft information obtaining means and the obtained information obtained by the departure aircraft information obtaining means, and allocating spot displaying means for displaying the allocated spots. A second configuration.

According to the second configuration, the spot allocating means detects the detection information obtained by the in-spot aircraft detecting means, the arriving aircraft information obtained by the arriving aircraft information obtaining means, and the departure obtained by the departure aircraft information obtaining means. Since the spot of the arriving aircraft is assigned based on the aircraft information and the assigned spot display means displays the assigned spot, the spot where the arriving aircraft is parked can be automatically displayed, thereby controlling the ground control. The burden on aircraft pilots can be reduced.

[0014]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a first embodiment of an airport traffic control device according to the present invention, and is a block diagram showing a main part of the device.

The in-airport traffic control apparatus according to the first embodiment shown in FIG. 1 turns off a stop line light for a departure aircraft which is about to enter the runway from a taxiway, and enters the runway. The permission is given.

This airport traffic control device includes a control information input unit 1, a departure aircraft information acquisition unit 2, a departure aircraft takeoff detection unit 3, an arrival aircraft information acquisition unit 4, and a runway departure determination unit 5a, 5b. Aircraft presence status determination unit 6, entry permission determination unit 7, entry permission display unit 8, and stop line lights 9a and 9b.
And stop line light position passing sensors 10a and 10b, and separation detecting sensors 11a and 11b. Also, 12
Is a runway, and 13a and 13b are taxiways.

The output of the control information input unit 1 is connected to the inputs of the departure aircraft information acquisition unit 2, departure aircraft takeoff detection unit 3, and arrival aircraft information acquisition unit 4, respectively. Each output of the departure aircraft information acquisition unit 2, the departure aircraft takeoff detection unit 3, and the arrival aircraft information acquisition unit 4 is connected to the input of the aircraft presence status determination unit 6. The input of the runway departure determination unit 5a is connected to the departure detection sensor 11a, and the output is connected to the input of the aircraft presence status determination unit 6. The input of the other runway departure determination unit 5b is a departure detection sensor 11b.
And the output is connected to the input of the aircraft occupancy status determination unit 6. The entry permission determination unit 7 has an input connected to the output of the aircraft presence status determination unit 6 and an output connected to an input of the entry permission display unit 8.

The stop line lights 9a and 9b are respectively provided at positions close to the portions of the corresponding taxiways 13a and 13b connected to the runway 12, and are turned on and off by the aircraft presence status judging section 6. Is done. The stop line light position passing sensors 10a and 10b detect aircraft passing through the installation positions of the stop line lights 9a and 9b, and are installed in the vicinity of the installation positions of the corresponding stop line lights 9a and 9b, respectively. Is supplied to the aircraft presence status determination unit 6. The departure detection sensors 11a and 11b detect that an arriving aircraft has departed from the runway 12 to the taxiways 13a and 13b, and are disposed at the communication portions between the runway 12 and the corresponding taxiways 13a and 13b. , The detection signal is supplied to the corresponding runway departure determination units 5a and 5b.

The airport traffic control device having the above-described structure operates as follows.

The aircraft status determination unit 6 determines whether a departure aircraft or an arrival aircraft exists on the runway 12, and acquires the following various information. The first
Is the aircraft information obtained from the arriving aircraft information acquisition unit 4, which is the arriving aircraft information on the arriving aircraft that has received a landing permission, lands on the runway 12, and is traveling on the runway 12. It is acquired from the sensors 11a and 11b and the runway departure determination units 5a and 5b, and relates to the arrival of the arriving aircraft traveling on the runway 12 from the runway 12 to any taxiway, for example, the taxiway 13a. The third is the runway departure aircraft information, the third of which is acquired from the departure aircraft information acquisition unit 3 and is the departure aircraft information relating to the aircraft about to depart, and the fourth is the stop line light position passing sensor 10a, 10b, which is the runway entry information relating to the departure aircraft having entered the runway 12, and the fifth is information obtained from the departure aircraft takeoff detection unit 3. In a takeoff detection information about the starting aircraft took off from the runway 12. Then, the aircraft presence status determination unit 6 integrates the acquired information, determines that there is no departure or arrival aircraft on the runway 12 including the airspace periods before and after the information, and determines the determination result. Is supplied to the entry permission determination unit 7. Upon receiving the determination that there is no departure or arrival aircraft on the runway 12, the approach permission determination unit 7 confirms again that there is no aircraft on the runway 12, and upon confirmation, An entry permission signal is supplied to the entry permission display section 8. At this time, the entry permission display unit 8 displays entry permission, and at the same time, the aircraft presence status determination unit 6 turns off the corresponding stop line light, for example, the stop line light 9a, and stands by on the taxiway 13a. The departure aircraft is permitted to enter the runway 12 from the taxiway 13a.

FIG. 2 is a block diagram showing an example of the internal configuration of the control information input unit 1 shown in FIG.

As shown in FIG. 2, the control information input unit 1
It includes a manual input device 1 _1, a speech input terminal 1 _2, a travel ticket reader 1 _3, the information analyzer 1 _4. And
Manual input terminal 1 ₁ , voice input terminal 1 ₂ , operation slip reading unit 1
₃ shows various types of information obtained by the ground controller 14 communicating with the air traffic controller 15 or communicating with the aircraft pilot 16, that is, with respect to the arriving aircraft and the departure aircraft, the communication content regarding the arrival / departure, ID, time, and the like. receipt of, by manual input terminal 1 ₁ is manually input, the voice input terminal 1 ₂ by speech input, the operation form reader 1 ₃ is converted into information communication contents by reading the operation form, information obtained information supplied to the analysis unit 1 _4. Information analysis unit 1 _4, the supplied information, as required control database (D
B) The additional information acquired from 17 is classified according to the information content, and the classified information is output to the corresponding departure aircraft information acquisition unit 2, departure aircraft takeoff detection unit 3, and arrival aircraft information acquisition unit 4. In this case, the information acquired from the control database 17 includes the air traffic control 15 and the AS at the airport.
By radar systems such as DE, ADS-B, SSR, etc.
This is information from the aircraft position and other information, information from the airport surface monitoring system, and the like. In this embodiment, in particular, the result of capturing by the radar system that the departure aircraft has taken off from the runway 12 is used as the departure aircraft takeoff detection signal. Used.

Next, FIG. 3 is an enlarged configuration diagram showing components of the runway departure determination unit 5a and the departure detection sensor 11a shown in FIG.

As shown in FIG. 3, the separation detecting sensor 1
1a is a first detection sensor for transmission 11at₁And the second
1 detection sensor 11ar₁And the transmission second detection sensor 11
at _TwoAnd the second detection sensor 11ar for reception_TwoConsisting of
ing. Then, the first detection sensor for transmission 11at₁And receiving
Credit first detection sensor 11ar₁Is a taxiway 1
3a is installed near the runway 12 and the second transmission
Knowledge sensor 11at_TwoAnd second detection sensor 11ar for reception_Two
Is separated from runway 12 on taxiway 13a
Installed at In this embodiment,
A microwave sensor is used as the detection sensor 11a
The first detection sensor for transmission 11at ₁And for transmission
2 detection sensor 11at_TwoIs transmitted by the microwave
It was cut off by the aircraft traveling on road 13a
That the first detection sensor for reception 11ar₁And for receiving
2 detection sensor 11ar_TwoIs to detect.

The operation according to this configuration is performed when the arriving aircraft F traveling on the runway 12 enters the taxiway 13a, that is, when the arriving aircraft F comes to the position of F1, the first transmitting sensor 11at _1. microwave transmitted is blocked by the arrival aircraft F, the first sensor 11aR ₁ detects that the arriving aircraft F by non arrival status of the microwave enters the induction channel 13a for receiving from, the detection output is planing It is supplied to the road departure determination unit 5a. Then
When the arriving aircraft F further advances from the position of F1, the microwave transmitted from the _second transmitting sensor 11at2 is blocked by the arriving aircraft F, and the second receiving sensor 11a is received.
r ₂ detects that the arriving aircraft F is traveling induction channel 13a by the non-arrival status of the microwave, and supplies the detection output to the runway deviation judgment unit 5a. Then, the microwaves to the first detection sensor 11aR ₁ for reception is to reach, first detection sensor 11a for receiving arrival aircraft F is
detects that passed through the installation position of r _1, the detection output is supplied to the runway deviation judgment unit 5a, similarly, when the microwave to the second detection sensor 11aR ₂ for reception comes to reach, arriving aircraft F is the second detection sensor 11ar for reception
It is detected that the vehicle has passed the _second installation point, and the detection output is supplied to the runway departure determination unit 5a. Runway deviation judgment unit 5a may determine the position of the arrival aircraft F by the detection output provided from the second detection sensor 11aR ₂ for the first detection sensor 11aR ₁ and the reception receiving, arriving aircraft F runway When it is determined that the vehicle has proceeded from 12 to the taxiway 13 a, the information on the runway departure is supplied to the aircraft presence status determination unit 4. Incidentally, runway deviation judgment unit 5a, the second detection sensor 11aR for the first detection sensor 11aR ₁ and the reception received ₂
Depending on the supply order of the detection output supplied from
Can also be determined.

Next, FIGS. 4A and 4B are explanatory diagrams that define the case where the aircraft uses the runway 12, where FIG. 4A is for the arriving aircraft, and FIG. This is for the departure aircraft.

As shown in FIG. 4A, in the case of an arriving aircraft, the state changes depending on landing permission, landing, leaving the runway, and spot-in. That is, upon receiving a landing clearance, the arriving aircraft in the navigation state shifts its control right from air traffic control to ground control, and enters a state where the runway is in use at this time. After that, when the runway departure determination unit 5a detects a runway departure, the arriving aircraft that is in the runway in use state shifts from the runway in use state to the taxiing state, and the state changes due to spot-in. finish.

On the other hand, as shown in FIG. 4B, in the case of the departure aircraft, the status changes depending on spot-out, check-in, and takeoff. In other words, the departure aircraft that spots out first goes into taxiing,
When the vehicle enters the runway 12 beyond the stop line light and is checked in, the state where the runway is in use at this time is entered. Thereafter, the departure aircraft in the state of using the runway transitions from the state of using the runway to the navigation state when the takeoff is detected by a radar system such as the ASDE.

As described above, the state during use of the runway for the arriving aircraft is between landing permission and the departure from the runway, and the state during use of the runway for the departure aircraft is between check-in and takeoff. .

FIG. 5 is a flowchart showing the operation of the entry permission judging unit 7 shown in FIG.

Referring to the flowchart shown in FIG.
The operation of the entry permission determination unit 7 will be described.

First, in step S1, it is determined based on the information supplied from the arriving aircraft information acquisition section 6 whether or not there is an arriving aircraft for which landing permission has been issued. When it is determined that there is an arriving aircraft (Y), the process proceeds to the next step S2, and when it is determined that there is no arriving aircraft (N), the process proceeds to another step S3.

Next, in step S2, it is determined whether or not the arriving aircraft for which landing permission has been issued has departed from the runway to the taxiway based on the information supplied from the runway departure determination units 5a and 5b. When it is determined that the arriving aircraft has departed from the taxiway (Y), the process proceeds to the next step S3. On the other hand, when it is determined that the arriving aircraft has not yet departed from the taxiway (N), another step is performed. Move to S5.

Next, in step S3, based on the information supplied from the departure aircraft information acquisition unit 2 and the detection information supplied from the stop line light position passing sensors 10a and 10b, it is determined whether the departure aircraft is permitted to depart. Is determined. When it is determined that the departure aircraft is permitted to depart (Y), the process proceeds to the next step S4, while it is determined that the departure aircraft is not yet permitted to depart (N).
Sometimes, the process proceeds to another step S5.

In step S4, based on the information supplied from the departure aircraft takeoff detection unit 3, it is determined whether or not the departure aircraft is in use on the runway. When it is determined that the departure aircraft is on the runway (Y), the process proceeds to the next step S8. On the other hand, when it is determined that the departure aircraft is not on the runway (N), another process is performed. Move to step S5.

Subsequently, in step S5, since the arriving aircraft has departed from the runway to the taxiway and the departure aircraft is not using the runway, an entry permission display signal is sent to the entry permission display section 8. Then, the entry permission is displayed on the entry permission display section 8. After the entry permission is displayed, the process returns to step S1, and the operations after step S1 are executed again.

In step S6, since the arriving aircraft has not yet departed from the runway to the taxiway, an entry disapproval display signal is supplied to the entry permit display unit 8 and the entry permit display unit 8 is disallowed. Is displayed.

Next, in step S7, it is determined whether or not the arriving aircraft has departed from the runway to the taxiway based on the information supplied from the runway departure determination units 5a and 5b. When it is determined that the arriving aircraft has already departed from the taxiway (Y), the process returns to step S1, and the operations after step S1 are executed again.

Further, in step S8, since the departure aircraft is in use on the runway, an entry disapproval display signal is supplied to the entry permit display unit 8, and the entry permit display unit 8
A sign indicating no entry is displayed.

Next, in step S9, it is determined whether or not the departure aircraft has taken off based on the information supplied from the departure aircraft takeoff detection unit 3. When it is determined that the departure aircraft has already taken off (Y), step S1 is performed.
And the operation after step S1 is executed again.

FIG. 6 is an explanatory diagram showing an example of a display screen on the entry permission display section 8 shown in FIG.

As shown in FIG. 6, the entry permission display section 8
, Upon receiving a display signal from the entry permission determination unit 7, the display intended flight number and entry position of the starting aircraft issuing the entry permission screen 8D is displayed, taxiway ₈₂ and display the runway 8 ₁ At the designated intersection, an entry permission state and an entry non-permission state are displayed, respectively. That is, an intersection that has been entered permitted is performed enters authorization indication 8 ₃ to the effect that enters allowed, other intersections entry prohibition is entered prohibition display 8 ₄ to the effect that takes place. In this case, in the stop line lights display switching unit 8 ₅ the display screen 8D, if you select the automatic display instruction button 8 _6, automatically stop line lamp 9a simultaneously enters authorization leaves are off, the pilot of the starting aircraft Is given an entry permit. On the other hand, if you choose the manual display instruction button 8 ₇ is not automatically extinguished stop line lamp 9a is, so that the ground control is turned off manually.

Next, FIG. 7 is a configuration diagram showing an example in which the departure detection sensor of another configuration is used in the airport traffic control device shown in FIG. In this configuration example, two sets of microwave transmission / reception sensors 11 at ₁ , 11 ar ₁ , 11 at
Instead of using ₂ , 11ar2, _two GPS radio wave cutoff sensors 18 ₁ , 18 ₂ are used.

As shown in FIG. 7, two GPS radio waves
Cutoff sensor 18₁, 18_TwoIs G that always reaches the ground surface
PS radio 19₁, 19_TwoAnd the taxiway 13
a or buried in the surface of the
Aircraft F has two GPS radio wave interruption sensors 18₁, 18
_TwoWhen passing over, the aircraft F₁, 19
_TwoBlock one or both of the
Disconnection sensor 18₁, 18 _TwoGPS signal reception field strength
To detect the passage of the aircraft F
You.

The GPS radio wave cutoff sensor 18 ₁ is connected to the runway 12
The GPS radio wave cutoff sensor 18
Reference numeral ₂ is installed at a position slightly distant from the runway 12, and detection signals of the _two GPS radio wave cutoff sensors 18 ₁ and 18 ₂ are supplied to the runway departure determination unit 5a. In this case, the traveling direction of the passing aircraft F can be determined based on the supply order of the detection signals of the _two GPS radio wave blocking sensors 18 ₁ and 18 ₂ .

The two GPS radio wave cutoff sensors 18 ₁ , 18
_{When 2} is used, it is buried in or on the guideway 13a and does not protrude to the surface of the ground, so that there is an advantage that it is not obstructed during airport maintenance.

Next, FIG. 8 is a configuration diagram showing an example in which a departure detection sensor of another configuration is used in the airport traffic control device shown in FIG. In this configuration example, 2
One of the GPS radio wave blocking sensor 18 _1, 18 in which is used a single GPS radio wave blocking sensor 18 ₃ instead of using _two.

[0049] As shown in FIG. 8, one of the GPS radio wave blocking sensor 18 _3, when the GPS radio wave 21 ₁ respectively transmitted by always two satellites 20 _1, 20 _2, 21 ₂ has reached the ground, Two GPS radio waves 21 ₁ , 21
Intended to receive _2, taxiway is embedded in the 13a, the induction channel 13a when entering the aircraft F is passed through the two GPS radio wave blocking sensor 18 ₃ above, the aircraft F two GPS radio wave 21 _1, 21 ₂ intercept one or both in, GPS radio GPS radio wave reception electric field strength of the blocking sensor 18 ₃ is changed, thereby it is intended to detect the passage of the aircraft F.

The aircraft F enters the taxiway 13a and receives GPS
Radio wave cutoff sensor 18_ThreeWhen you come near the top, first, one
One satellite, for example satellite 20₁GPS radio waves transmitted from
21 ₁Is interrupted, and furthermore, as aircraft F progresses,
Both satellites 20₁, 20_TwoTwo GPS transmitted from
Radio 21₁, 21_TwoIs blocked at the same time,
Sensor 18_ThreeField intensity of GPS radio wave changes in two stages
The state of change in the received electric field strength of this GPS radio wave
To detect the passage of the aircraft F by monitoring
Can be.

The aircraft F passing this case also, in response to a change status of the GPS radio wave blocking sensor 18 ₃
Can be determined.

[0052] As in this example, in the case of using one GPS radio wave blocking sensor 18 _3, in addition to the advantage that does not interfere during the airport maintenance, uses less parts, there is an advantage that the cost-effective .

FIG. 9 is a configuration diagram showing an example in which a departure detection sensor having another configuration is used in the airport traffic control device shown in FIG. In this configuration example, the GP
A plurality of acceleration detector 22a instead of using the S wave blocking sensors _{181 to} 183, in which is used 22b.

As shown in FIG. 9, the two acceleration detectors 22a and 22b are provided with horizontal detectors 22ah and 22ah which detect a sound source (vibration source) in a direction parallel to the traveling direction of the taxiway 13a.
2bh, and vertical detectors 22av and 22bv that detect sound sources (vibration sources) orthogonal to the traveling direction of the taxiway 13a, and the detection outputs of the horizontal detector 22ah and the vertical detector 22av detect the first vibration direction. The detection output of the horizontal detection unit 22bh and the vertical detection unit 22bv is supplied to the second vibration direction detection unit 23b. The detection outputs of the first vibration direction detection unit 23a and the second vibration direction detection unit 23b are supplied to the traveling direction detection unit 24, and the detection output of the traveling direction detection unit 24 is supplied to the runway departure determination unit 5a.

Then, the first vibration direction detecting section 23a receives the two signals obtained by the horizontal detecting section 22ah and the vertical detecting section 22av.
By calculating two signals, the direction of the sound source (vibration source) at the installation position of the acceleration detector 22a, that is, the direction of the aircraft F is detected. Similarly, the first vibration direction detection unit 23b also
The calculation of the two signals obtained by the horizontal detection unit 22bh and the vertical detection unit 22bv is performed to detect the direction of the aircraft F that is the sound source (vibration source) direction at the installation position of the acceleration detector 22b. The traveling direction detecting unit 24 includes an acceleration detector 22a.
Using the detection output of the acceleration detector 22b and the detection output of the acceleration detector 22b.
The position data of the aircraft F is formed as an intersection of the sound sources (vibration sources), the position data is sequentially buffered, the traveling direction of the aircraft F is detected from the change in the position data, and the detection output is output to the runway. It is supplied to the detachment determination unit 5a.

FIGS. 10A and 10B are explanatory diagrams for setting a procedure for detecting the direction of the aircraft F from the detection results obtained by the acceleration detectors 22a and 22b shown in FIG. (A) is a detection result obtained by the acceleration detector 22a, and (b) is a detection result obtained by the acceleration detector 22b.

In FIGS. 10A and 10B, the horizontal axis is the output of the horizontal detectors 22ah and 22bh, and the vertical axis is the output of the vertical detectors 22av and 22bv, as shown.

As shown in FIG. 10A, the first vibration direction detecting section 23a forms an output signal 22ao from signals obtained from the horizontal detecting section 22ah and the vertical detecting section 22av in the acceleration detector 22a. The output signal 22a
Perform a two-component principal component analysis on o. In particular,
An XY plot is performed on the formed output signal 22ao, a first principal component direction 22as is obtained according to the plot result, and the first principal component direction 22as is output as a sound source (vibration source) direction, that is, the direction of the aircraft F.

As shown in FIG. 10B, the first vibration direction detecting section 23b is also provided with the first vibration direction detecting section 23a.
The same processing as that performed in the aircraft F is performed, and the second principal component direction 22bs is changed to the sound source (vibration source) direction, that is, the aircraft F
Is output as the direction.

As in this example, the acceleration detectors 22a, 22a
In the case where 2b is used, the acceleration detector can be obtained at a low cost, which is advantageous in terms of cost. At the same time, the acceleration detectors 22a, 22b are provided outside the taxiways 13a, 13b.
Since all the components including b are arranged, there is an advantage that execution of airport maintenance is facilitated.

According to the airport traffic control device according to the first embodiment described above, the control of turning on or off the stop line lights 9a and 9b, and the guideway 1 for the departure aircraft F
Since the entry permission to the runway 12 from 3a and 13b is automatically performed, the burden on the ground control 14 can be greatly reduced, and even in an airport where the aircraft F frequently arrives and departs, it is safe. Various traffic control can be performed in the state.

FIG. 11 shows a second embodiment of the airport traffic control device according to the present invention, and is a block diagram showing a main part of the device.

The airport traffic control apparatus according to the second embodiment shown in FIG. 11 automatically assigns a spot, which is a parking position of an aircraft at an airport, to an arriving aircraft landing on the runway. It was made.

As shown in FIG. 11, the traffic control device in the airport includes a control information input unit 1, a departure aircraft information acquisition unit 2, an arrival aircraft information acquisition unit 4, a spot assignment unit 25, and an assigned spot. A display unit 26, an aircraft detection information collection unit 27, an aircraft presence / absence detection unit 28a, 28b,
28c, 28d, 28e, 28f, 28g, and 28h. 29 is an aircraft terminal, 29
a, 29b, 29c, 29d are spots (parking lots) directly connected to the aircraft terminal 29, 29e, 29f, 29
g and 29h are spots (parking places) distant from the aircraft terminal 29, and F1 and F2 are aircraft parked. Note that the spots 29a to 29h are assigned spot numbers 1 to 8, respectively.

The departure aircraft information acquisition unit 2 has an input connected to the output of the control information input unit 1 and an output connected to the input of the spot allocation unit 25. The arriving aircraft information acquisition unit 4 has an input connected to the output of the control information input unit 1,
The output is connected to the input of spot allocator 25. The input of the aircraft detection information collection unit 27 is connected to each of the aircraft presence / absence detection units 28a to 28h, and the output is connected to the input of the spot allocation unit 25. Assigned spot display section 2
6 has an input connected to the output of the spot allocation unit 25.

The spots 29a, 29b, 29c,
29d is provided at a side road portion directly connected to the aircraft terminal 29, and is provided with aircraft presence / absence detectors 28a to 28d for detecting the parked aircraft, respectively.
The spots 29e, 29f, 29g, and 29h are provided at locations distant from the aircraft terminal 29, and similarly have aircraft presence / absence detectors 28e to 28h that detect aircraft parked. The detection signals detected by the aircraft presence / absence detectors 28a to 28h are carried on radio waves and transmitted to the aircraft detection information collector 27 wirelessly.

The intra-airport traffic control device having the above configuration operates as follows.

The spot allocating section 25 searches for a vacant spot and allocates the spot of the arriving aircraft to the vacant spot, and acquires the following various information. The first one is obtained from the arriving aircraft information acquisition unit 4, and receives landing landing, lands on the runway 12, arrives at the arriving aircraft information about the arriving aircraft traveling on the runway 12, for example, the ID of the arriving aircraft, The second information is information including time and the like.
From the aircraft detection information collection unit 27, and the third is the information including the departure aircraft information relating to the aircraft about to depart, for example, the ID and time of the arriving aircraft. Presence detector 28a
It is parked aircraft information related to the presence or absence of a parked aircraft detected in 28h. And the spot allocating unit 2
5, the information obtained is integrated, the spot to be assigned to the arriving aircraft including the airspace periods before and after the information is determined, and a spot determination signal is assigned to the spot display unit 26.
To supply. The assigned spot display unit 26 displays an assigned spot that matches the content by supplying the spot determination signal.

Next, FIG. 12 is a block diagram showing an example of the internal configuration of one aircraft presence / absence detector 28a shown in FIG. 11, and other aircraft presence / absence detectors 28b to 28h
Also has the same configuration as the aircraft presence / absence detection unit 28a.

As shown in FIG. 12, aircraft presence detection
The unit 28a is a GPS antenna 28a ₁And a GPS receiver
28a_TwoAnd the object detection determination unit 28a_ThreeAnd acceleration detector
28a_FourAnd the amplifier 28a_FiveAnd the object type determination unit 28a
₆And the aircraft detection determination unit 28a₇And the transmitting antenna 28
a₈And the transmitter 28a₉And the solar panel 28a
_TenAnd the battery 28a₁₁It consists of

The GPS receiver 28a ₂ has an input connected to the GPS antenna 28a ₁ and an output connected to the input of the object detection / judgment unit 28a ₃ . Object detection determination unit 28
a ₃ is output connected to the input of an aircraft detection determining unit 28a _7. Acceleration detector 28a ₄ output is connected to the input of the amplifier 28a _5, the amplifier 28a ₅ output is connected to an input of the object type determination unit 28a _6. Object type determination unit 28a
₆ output connected to the input of an aircraft detection determining unit 28a _7. Aircraft detection determining unit 28a ₇ is output transmitter 28a ₉
Is connected to the input, the transmitter 28a ₉ output is connected to the transmitting antenna 28a _8. Solar panels 28a ₁₀ is connected to the battery 28a _11, the output of the battery 28a ₁₁ is connected to the power supply of each component 28a ₂ to 28a _7, 28a _9.

The aircraft presence / absence detecting section 28 a
a, which utilizes the fact that the GPS radio wave is cut off by a moving body such as an aircraft entering a. The detection of the passing of the moving body is detected by the decrease of the received electric field strength of the GPS radio wave by the moving body. It determines whether a moving object is an aircraft or another object based on frequency characteristics, and operates roughly as follows.

[0073] When the GPS radio wave is captured by the GPS antenna 28a _1, is supplied to the GPS receiver 28a ₂ as a received signal. GPS receiver 28a ₂ decodes the received signal is supplied to the object detection determining unit 28a _3, the object detection deciding section 28a ₃ determines that the moving object has passed by sudden level decrease of the received signal, the mobile body determination signal for supplying the aircraft detection determining unit 28a _7. Also, the acceleration detector 28
a ₄ detects acceleration during movement of the moving body, by supplying an acceleration signal to the amplifier 28a _5, the amplifier 28a ₅ amplifies the acceleration signal is supplied to the object type determining unit 28a _6. Object type determining unit 28a ₆ obtains the frequency characteristic of the acceleration signal, and supplies the pattern matching, the moving body is determined whether the other objects or an aircraft, the type determination signal aircraft detection determining portion 28a ₇ . Aircraft detection determination unit 28
a _7, based on the moving object determination signals supplied and the type determination signal, determining a within-machine state of the aircraft spot 29a.

[0074] In addition, the aircraft detection determining unit 28a ₇ is by the determination result, and outputs the aircraft stationary machine signal or aircraft absence machine signal, supplied to the transmitter 28a _9. Transmitter 28a
_9, after amplifying these signals to a predetermined level, and supplies to the transmitting antenna 28a _8, and transmits to aircraft detection information collecting unit 27 as a radio wave from the transmitting antenna 28a _8.

In this case, the battery 28a₁₁Is the configuration
Part 28a_TwoTo 28a₇, 28a ₉DC operating power
Supply, daytime solar panel 28a_TenOccur in
It is constantly charged with electric power.

FIG. 13 is a flowchart showing the operation of the spot allocating section 25 shown in FIG.

The operation of the spot assigning section 25 will be described with reference to the flowchart shown in FIG.

First, in step S11, a spot assignment request for an arriving aircraft is received from the ground control 14.

Next, in step S12, the vacant spots are stored in the busy spot database (DB) M
1, that is, a search is performed using the database M1 in which spot information currently assigned to any aircraft is stored.

Next, in step S13, after searching for a vacant spot, the allocation pattern database (DB) M2, that is, the airline A, the first spot to the tenth spot, and the airline B, the spot No. 20 from the eleventh spot.
It refers to the allocation pattern determined for each airport, such as the number spot.

Subsequently, in step S14, a spot for the arriving aircraft is provisionally assigned based on the reference result in step S13.

Subsequently, in step S15, regarding the spot temporarily allocated in step S14,
Based on the information stored in the aircraft information collection unit M3 where the state of the spot is constantly collected, it is confirmed that no aircraft or other moving objects actually exist.

Next, in step S16, if the confirmation in step S15 is made, the spots are formally assigned to the arriving aircraft, the assigned spot information is supplied to the assigned spot display section 22, and the contents are displayed. The data is supplied to the in-use spot database M1 and stored therein. In this case, the stored contents of the busy spot spot database M1 are constantly updated based on the information of the departure aircraft information acquisition unit 2, the arrival aircraft information acquisition unit 4, and the aircraft information collection unit M3.

FIG. 14 is an explanatory diagram showing an example of a display screen on the assigned spot display section 26 shown in FIG.

As shown in FIG. 14, on the display screen 26D of the assigned spot display section 26, a spot number display section (Spot) 26 ₁ , a spot state display section (Status) 26 ₂ , an aircraft ID display (F
light ID) there is a 26 _3, the spot number display section 26 _1, spot number, for example 1, 2, 3, ...
..., 8 is displayed, on the spot status display section 26 _2, empty state (○ mark), reserved state (△ mark), parked state (×
) Is displayed, and the aircraft ID of the corresponding aircraft is displayed in each of the spots in the reserved state and the parked state.

[0086] Further, the middle side, a spot indicated method switching unit 26 _4, an automatic instruction button 26 _5, manual instruction button 26 ₆ is displayed, the lower part, the manual reservation panel 26 _7, switching section 26 _8, a display unit 26 _9, the input unit 26 ₉ is displayed. These displays are usually
This is displayed by automatic processing based on the flowchart shown in FIG.
Manual input has also been made possible by 6 _7. That is, the spot, and aircraft I by the operation of the switching unit 26 ₈
Switching the D, and input by the input unit 26 ₉ while watching the display section 26 _9. Also, spot instructions to aircraft pilots are:
By the operation of the switching section 26 _8, it is switched to automatic (Auto) or manually (manual). That is, if the automatic instruction button 26 ₅ is operated, is set to automatic,
Spotted assignment of arrival aircraft is finished, when the spot status display unit 26 ₂ is displayed reserved state (triangles), the pilot of the aircraft that is displayed on the aircraft ID display unit 26 _3, a voice or a head-up display Indicate the arrival spot. On the other hand, manual instruction button 2
6 ₆ is operated, if it is set to Manual, ground control is notified to the pilot by the direct radio.

According to the airport traffic control device according to the second embodiment described above, the empty state of the spots 25a to 25h is automatically determined, and the spots 25a to 25h are automatically assigned to the arriving aircraft F. As a result, the assignment of the spot, which is one of the burden items of the ground control, is supported, and not only the ground control but also the pilot load can be greatly reduced.

[0088]

As described above, according to the in-airport traffic control apparatus according to the first to ninth aspects, the aircraft occupancy status determining means obtains the arriving aircraft information and departure aircraft information obtained by the arriving aircraft information obtaining means. Determining the presence or absence of an aircraft on the runway based on the departure aircraft information acquired by the acquisition means, the runway departure detection information detected by the runway departure detection means, and the departure aircraft takeoff detection information detected by the departure aircraft takeoff detection means,
The approach permission determining means determines whether or not the aircraft waiting for approach can enter the runway based on the determination result, and the approach permission determining means displays the determination result. Control is performed automatically, and permission to enter the runway from the taxiway for the departure aircraft can be issued automatically, thereby reducing the burden on ground control and aircraft pilots.

[0089] According to the traffic control device in the airport according to the tenth to thirteenth aspects, the spot allocating means detects the detection information obtained by the in-spot aircraft detection means and the arriving aircraft information obtained by the arriving aircraft information obtaining means. Since the spot of the arriving aircraft is assigned based on the departure aircraft information acquired by the departure aircraft information acquisition means and the assigned spot display means displays the assigned spot,
The spot at which the arriving aircraft is parked can be automatically displayed, thereby reducing the burden on the ground control aircraft pilot.

[Brief description of the drawings]

FIG. 1 shows a first embodiment of an airport traffic control device according to the present invention, and is a block diagram showing a main configuration thereof.

FIG. 2 is a block diagram illustrating an example of an internal configuration of a control information input unit illustrated in FIG. 1;

FIG. 3 is an enlarged configuration diagram illustrating components of a runway departure determination unit and a departure detection sensor illustrated in FIG. 1;

FIG. 4 is an explanatory diagram that defines a case where an aircraft is using a runway.

FIG. 5 is a flowchart showing a process of operation in an entry permission determination unit shown in FIG. 1;

FIG. 6 is an explanatory diagram showing an example of a display screen in an entry permission display section shown in FIG. 1;

7 is a configuration diagram illustrating an example in which a departure detection sensor having another configuration is used in the airport traffic control device illustrated in FIG. 1;

8 is a configuration diagram showing an example in which a departure detection sensor having another configuration is used in the airport traffic control device shown in FIG.

FIG. 9 is a configuration diagram showing an example in which a departure detection sensor having another configuration is used in the airport traffic control device shown in FIG. 1;

10 is an explanatory diagram for setting an aircraft direction detection procedure from the detection results obtained by the acceleration detector shown in FIG. 9;

FIG. 11 is a block diagram showing a second embodiment of the airport traffic control device according to the present invention, and showing a main configuration thereof.

FIG. 12 is a block diagram illustrating an example of an internal configuration of one aircraft presence / absence detection unit illustrated in FIG. 11;

FIG. 13 is a flowchart showing the operation of the spot allocating unit shown in FIG. 11;

FIG. 14 is an explanatory diagram showing an example of a display screen on the assigned spot display section shown in FIG. 11;

[Explanation of symbols]

1 Control information input unit 1 ₁ Input terminal 1 ₂ Voice input terminal 1 ₃ Operation slip reading unit 1 ₄ Information analysis unit 2 Departure aircraft information acquisition unit 3 Departure aircraft takeoff detection unit 4 Arrival aircraft information acquisition unit 5a, 5b Runway departure determination part 6 aircraft standing generator state determining section 7 enters permission determination unit 8 enters permission display unit 9a, 9b stop line lights 10a, 10b stop line lamp position passing sensors 11a, 11b leaving detection sensor 11 at ₁ first sensor 11aR ₁ receives transmission the first detection sensor 11 at ₂ second detection sensor 11aR ₂ second detecting sensor 12 runway 13a for receiving, 13b taxiway 14 ground control 15 Air Traffic control 16 aircraft pilot 17 control database for transmission use _{(DB) 18 1, 18 2} , 18 ₃ GPS radio wave blocking sensor 19 _1, 19 _2, 21 _1, 21 ₂ GPS radio wave 20 _1, 20 ₂ satellites 22a, 22b acceleration Depth detector 22ah, 22bh Horizontal detector 22av, 22bv Vertical detector 23a First vibration direction detector 23b Second vibration direction detector 24 Spot allocation unit 25 Assigned spot display unit 26 Aircraft detection information collection unit 28a to 28h Aircraft presence / absence detection Unit 28a ₁ GPS antenna 28a ₂ GPS receiver 28a ₃ object detection determination unit 28a ₄ acceleration detector 28a ₅ amplifier 28a ₆ object type determination unit 28a ₇ aircraft detection determination unit 28a ₈ transmission antenna 28a ₉ transmitter 28a ₁₀ solar panel 28a ₁₁ Battery 29 Aircraft terminal 29a-29h Spot

 ────────────────────────────────────────────────── ─── Continuing from the front page (72) Inventor Yasunori Shinohara 5-2-1 Omika-cho, Hitachi City, Ibaraki Prefecture F-term (reference) 5H180 AA26 CC11 CC12 CC14 FF05 FF13 JJ01

Claims (13)

[Claims] 1. An airport traffic control device for determining permission of entry of an aircraft from a taxiway to a runway, arriving aircraft information acquisition means for acquiring arriving aircraft information for which landing is permitted, and a taxiway from the runway Runway departure detection means for detecting the departure of an aircraft to the airport, departure aircraft information acquisition means for acquiring departure aircraft information permitted to enter the runway based on control information obtained from ground control, and departure of the departure aircraft. Departure aircraft takeoff detection means to detect, on the runway based on each acquisition information of the arrival aircraft information acquisition means and the departure aircraft information acquisition means and each detection information of the runway departure detection means and the departure aircraft takeoff detection means Aircraft presence status determination means for determining the presence or absence of an aircraft, and an approach for determining whether or not the aircraft waiting to enter the runway can be entered based on the determination result of the aircraft presence status determination means An intra-airport traffic control device, comprising: a permission determination unit; and an entry permission display unit that displays a determination result of the entry permission determination unit. 2. The arriving aircraft information acquiring means is an information acquiring means for an arriving aircraft obtained by inputting ground control when the control right is delegated from air traffic control to ground control. 2. The traffic control device in an airport according to 1. 3. The landing aircraft information acquisition means, wherein when the control right is delegated from the air traffic control to the ground control, the ground control information acquisition means obtained by reading the operation slip received from the air traffic control by the ground control. The traffic control device in an airport according to claim 1, wherein: 4. The method according to claim 1, wherein the runway departure detecting means is disposed at a connecting portion between the runway and the taxiway, and detects a movement of the aircraft at the connecting portion of the taxiway and a moving direction of the aircraft. The airport traffic control device according to claim 1. 5. The airport traffic control device according to claim 4, wherein the runway departure detecting means is two sets of sensing sensors arranged along the moving direction of the aircraft. 6. The airport traffic control device according to claim 4, wherein the runway departure detecting means is two sets of microwave transceivers arranged along the moving direction of the aircraft. 7. The airport traffic control device according to claim 4, wherein the runway departure detecting means is a GPS receiving system. 8. The GPS receiving system comprises a combination of two vibration sensors arranged in or on a taxiway on which an aircraft passes so as to be parallel to the taxiway surface and to have directivity in a direction orthogonal to the taxiway. An axis azimuth detecting unit, an aircraft azimuth detecting unit that detects an aircraft direction on a taxiway surface using an output from the biaxial vibration detecting unit, and two aircraft based on azimuth information from a plurality of the aircraft azimuth detecting units. Aircraft position determining means for calculating an aircraft position as a vector intersection of aircraft direction information in the direction detecting means, and aircraft moving direction calculating means for calculating a moving direction of the aircraft from a time change of an output of the aircraft position determining means. The airport traffic control device according to claim 7, wherein: 9. The GPS receiving system detects an aircraft direction by performing a principal component analysis on a Lissajous figure output using time as a parameter as a detection signal of the two-axis vibration detection means for each axis. 9. The traffic control device in an airport according to claim 8, wherein: 10. An in-airport traffic control apparatus for allocating spots to aircraft at an airport tarmac, comprising: an in-spot aircraft detection means for detecting the presence or absence of an aircraft for each spot; and an arriving device for acquiring arriving aircraft information from ground control. Aircraft information acquisition means, departure aircraft information acquisition means for acquiring departure aircraft information, detection information obtained by the in-spot aircraft detection means, each of the arrival aircraft information acquisition means and the departure aircraft information acquisition means An intra-airport traffic control device comprising: spot allocating means for allocating spots of an arriving aircraft based on acquired information; and allocated spot display means for displaying allocated spots. 11. The parking aircraft detection means includes object passage detection means for detecting the passage of an object, and object type discrimination means for discriminating the type of the object and selecting only the aircraft. Item 11. An airport traffic control device according to item 10. 12. The object type discriminating means includes: a vibration detecting means; a frequency analyzing means; a feature quantity extracting means for extracting a feature quantity from an effective value ratio of a plurality of frequency bands in an output of the frequency analyzing means; 12. The traffic control device in an airport according to claim 11, further comprising: comparing means for judging that the aircraft is an aircraft when the feature amount exceeds a preset threshold value. 13. The object passage detecting means has a GPS radio wave receiving means and a passage judging means for judging the passage of an object from a change in the electric field strength of the received GPS radio wave. 13. The airport traffic control device according to claim 12, wherein the arrival and passage of the object are determined only when the output of the determination unit is determined to be an aircraft.