JP2002197599A - Device for allotting aircraft takeoff and landing order - Google Patents

Abstract

PROBLEM TO BE SOLVED: To overcome such a problem that an allotment system for adding an element except a service schedule time is necessary since it is required to consider a preparation state at the side of an aircraft such as the existence of a request for takeoff, landing and movement on the ground from the aircraft and the existence of giving permission, etc., though the service schedule time order of the aircraft is regarded as the most important thing in giving a priority degree to the aircraft concerning a conventional aircraft takeoff and landing order allotment device. SOLUTION: The allotment calculation of takeoff, landing and ground movement is performed by three stages, i.e., the allotment of the permitted aircraft, the allotment of a permission waiting aircraft and, then, the allotment of the aircraft without the request. In each stage, allotment calculation is performed by making the duplication extent of a runway or a taxiway minimum as the first priority and the schedule times of takeoff, landing and ground movement to be the second priority.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft takeoff / landing ordering apparatus for allocating an order of use of ground facilities in an airfield due to takeoff, landing, and ground movement of an aircraft at an airfield and a use guidance path.

[0002]

2. Description of the Related Art In air traffic control operations at airfields, in consideration of priorities such as aircraft position, taxiway use status, and scheduled takeoff and landing time for aircraft takeoff, landing, and ground movement requests, It issues takeoff and landing clearances while ensuring ground safety, but the order and taxiway decisions are dependent on the decision of the air traffic controller.

[0003] Particularly in airfields in the Tokyo metropolitan area where runways are lacking, it is common for air traffic controllers to simultaneously process a large number of requests, taking into account the priority of aircraft and the safety of the ground. There is a need for a function that supports the determination of the permission order and the assignment of ground taxiways.

[0004] As a conventional aircraft take-off and landing order allocating apparatus, there is an example described in JP-A-2000-173000. FIG.
FIG. 1 is a diagram for explaining this conventional example. 1 is an airport plane aircraft position detection device that detects the position of aircraft above the ground and around the airfield. 2 is an arrival ordering / arrival time calculation unit that calculates the arrival sequence and estimated arrival time of the aircraft to be arrived. Arrival interval calculating section for calculating a time interval, 4 for a take-off time searching section for calculating a take-off time of an aircraft scheduled to take off, 5 to 6 for determining a take-off aircraft from aircraft to be taken off Possible aircraft search unit to second departure possible aircraft search unit, 7 to 10 are first departure sequencing / designated time determination units to determine the takeoff sequence and takeoff time of the aircraft determined to be able to take off to fourth departure sequencing / designated time A determination unit 11 is a display unit for displaying a departure instruction, and 12 is a departure instruction display control unit for notifying the departure instruction to the display unit.

[0005] In the conventional example, the first departure-possible aircraft search unit 5 to the second departure-possible aircraft search unit 6 calculate the departure aircraft in consideration of the movement route of the scheduled departure aircraft and the scheduled departure time. Next, the first departure ordering / instruction time determination units 7 to 4
The departure ordering / instruction time determination unit 10 calculates the departure time by associating the arrival interval of the arrival aircraft with the travel time of the scheduled departure aircraft on the travel route, and calculates the departure time from the vacant interval of the merging traffic flow and the waiting place to the merging point. The order and the time at which each aircraft should depart are determined with reference to the time and the scheduled departure time.

As described above, in the conventional example, the order of departure aircraft and the departure time are determined based on the estimated arrival time of the arriving aircraft and the possible departure time in consideration of the travel time and the departure time of the aircraft scheduled to take off. Is determined.

[0007]

As factors to be considered when assigning the aircraft take-off and landing order, first, the priority of the aircraft, and second, take-off, landing, and ground movement requests from a plurality of aircraft are competing. Minimizing the idle time of the runway or taxiway during a given time zone.

[0008] The priority assignment of the first aircraft is based on estimated departure time, estimated arrival time, estimated arrival time calculated from the current position of the aircraft scheduled to arrive, and estimated departure time calculated from the current position of the aircraft scheduled to depart. Etc. at various times. In addition to these various times, it is necessary to take into account whether or not permission for takeoff and landing has been given to the aircraft and whether or not a request for takeoff and landing has been received from the aircraft.

[0009] Minimization of the idle time of the runway or taxiway during the time when the demands for takeoff, landing, and ground movement from the second plurality of aircraft are competing with each other is to quickly move the aircraft scheduled to land from the runway. To select the taxiway so that the aircraft can leave the aircraft and reach the parking position in the shortest time, and select the taxiway so that the aircraft scheduled to take off can reach the runway from the parking position in the shortest time. This is performed by selecting a taxiway so that the ground mobile device moves in the shortest time in the same manner as the aircraft scheduled to take off. Also, in order to smoothly operate the aircraft takeoff and landing order assignment device when new, changed, or abolished facilities on the airfield used by aircraft such as runways and taxiways, the aircraft takeoff and landing assignment algorithm must be changed. It is necessary to be able to cope without it.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems. The priorities of takeoff, landing, and ground movement of an aircraft are based on the various times described above, and permission, cancellation of permission and request for takeoff and landing, etc. , While prioritizing taking into account whether requests are canceled or not, minimizing idle time on runways and taxiways during times when requests for takeoff, landing, and ground movement from multiple aircraft are competing For the purpose,
In addition, the present invention proposes an allocation method that can cope with a new installation, change, or abolition of facilities in an airport without changing the allocation algorithm for takeoff and landing of aircraft.

[0011]

According to a first aspect of the present invention, there is provided an aircraft takeoff and landing order allocating apparatus, comprising: a request input unit for receiving a takeoff request, a landing request, a ground movement request of an aircraft, and cancellation of each of these requests; and a request input unit. Request permission information for storing each of these requests received, take-off permission, landing permission, and ground movement permission, and a permission input unit that receives the cancellation of each of these permissions and updates the request permission information; The aircraft specification information in which the run distance is stored in advance, the taxiway determination information in which the combination pattern of the taxiways connecting the runway and the departure point are stored in advance, the flight schedule of the aircraft, and the like are stored in advance. Runway taxiway assignment that periodically calculates the order and time of dispatch of takeoff, landing, and ground movement permits from the flight plan information and request permission information, and the runway and taxiway assignments to be used. Calculation unit, runway taxiway allocation information that stores the results of the allocation calculation by the runway taxiway allocation calculation unit, a recommendation information display unit that displays the contents of the runway taxiway allocation information, and a runway and taxiway We accept designation and designation cancellation,
A runway guideway designation input unit for updating the operation plan information is provided.

In the aircraft takeoff / landing order allocating device according to the second invention, the runway guideway allocation calculation unit in the first invention has a plurality of combinations of taxiways connecting an aircraft to be landed with the runway to the end point. In this case, a combination pattern that minimizes the traveling time on the taxiway is selected.

[0013] The aircraft takeoff and landing order allocating device according to the third aspect of the present invention is the runway guideway allocation calculation unit according to the first aspect of the present invention, wherein there are an aircraft that has been authorized and an aircraft that is waiting for authorization in response to various requests issued by the aircraft. In addition, an assignment is made such that an aircraft that has already been granted is given first priority, an aircraft waiting for approval is given second priority, and an aircraft that has not been requested is given third priority.

The aircraft takeoff / landing order allocating device according to a fourth aspect of the present invention is the runway guideway allocation calculation unit according to the first aspect of the invention, in which a plurality of candidates for an aircraft to be newly allocated and an aircraft that has already been allocated are glide. When there is no overlap of roads and taxiways, the aircraft that has the earliest predicted time at which takeoff, landing, and ground movement can be started is the aircraft to be newly assigned,
When there is an overlap, the aircraft with the smallest overlapping number is set as the newly assigned aircraft.

According to a fifth aspect of the present invention, there is provided an aircraft takeoff / landing order allocating unit according to the first aspect of the present invention, wherein the runway guideway allocation calculating unit calculates, during the allocation calculation, an aircraft to be newly allocated and another allocated aircraft. When the take-off runway or taxiway overlaps, assignment to wait on the taxiway is made to avoid this overlap.

An aircraft takeoff and landing order allocating apparatus according to a sixth aspect of the present invention is the aircraft according to the first aspect, wherein the request input unit includes a takeoff request,
When an input of landing request, ground movement request, takeoff request cancellation, landing request cancellation, and ground movement request cancellation is received, the effect of each input on the assignment is reflected on the display contents of the recommendation information display section.

According to a seventh aspect of the present invention, there is provided an aircraft take-off and landing order allocating apparatus, wherein the permission input unit according to the first invention includes a take-off permission,
When receiving inputs of landing permission, ground movement permission, takeoff permission cancellation, landing permission cancellation, and ground movement permission cancellation, the effect of each input on the assignment is reflected on the display contents of the recommendation information display section.

An aircraft takeoff / landing order allocating device according to an eighth aspect of the present invention is the runway guideway allocating calculation unit according to the first aspect of the present invention, wherein when a runway taxiway designation input is received, The taxiway runway of the aircraft was fixed as it is, and was not changed thereafter.

The aircraft takeoff / landing order allocating device according to the ninth aspect of the present invention is configured such that when the input of the runway taxiway designation cancellation is received as the runway taxiway designation input unit in the first aspect,
The influence of the input on the assignment is reflected on the display content of the recommendation information display section.

[0020]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 FIG. 1 is a diagram for explaining a method of allocating periodic processing according to Embodiment 1 of the present invention. In FIG. 1, reference numeral 21 denotes operation plan information stored in advance, information for identifying an aircraft such as an aircraft call sign or an aircraft number, a departure / arrival class indicating whether the vehicle is scheduled to depart or arrive, and a departure / arrival indicator. It stores various scheduled times such as scheduled times, and schedules for aircraft that take off, land, and move on the ground, such as departure and landing stations and parking spaces used by aircraft that are scheduled to depart or arrive.

A request input unit 22 receives a takeoff request, a landing request, a ground movement request, a takeoff request cancellation, a landing request cancellation, and a ground movement request cancellation. Reference numeral 23 denotes request permission information that stores a call sign or an aircraft number of an aircraft having a takeoff request, a landing request, and a ground movement request, a request category indicating the presence or absence of the request, a type of the request, and a permission status indicating the permission. . 24 is takeoff permission, landing permission, ground movement permission,
This is a permission input unit that accepts takeoff permission cancellation, landing permission cancellation, and ground movement permission cancellation. The request permission information 23 is updated by the request input unit 22 and the permission input unit 24.

Reference numeral 25 denotes aircraft specification information stored in advance, which stores the model of the aircraft and the landing run distance. 2
Numeral 6 is guideway determination information stored in advance, which is a combination of starting and ending points of the aircraft moving on the ground and all the guideways connecting them, the number of used guideways for each combination pattern, and the combination pattern. Stores a sliding distance condition indicating that the selection is possible only when the landing sliding distance is smaller than a specific value.

Reference numeral 27 indicates the type of aircraft request, the initial scheduled departure / arrival time, the current scheduled departure / arrival time, the departure / departure station used by the aircraft, etc. from the operation plan information 21, and the request permission information 23.
It obtains the presence / absence of the request received from the aircraft and the status of permission to the aircraft, obtains the gliding distance of the aircraft scheduled to land from the aircraft specification information 25, and obtains the combination pattern of the taxiway from the taxiway determination information 26 And a runway taxiway assignment calculation unit that performs assignment calculation of the permission order and the assignment of the ground taxiway. The runway guideway allocation calculation unit 27 repeats the allocation calculation at a preset fixed time period. Numeral 28 is runway guideway allocation information calculated by the runway guideway allocation calculation unit 27, which stores predicted start times of aircraft takeoff, landing start, and ground movement start, and a taxiway to be used.

A runway guideway designation input unit 29 receives designation of designation or cancellation of the assigned runway and taxiway of the aircraft, and updates the runway guideway assignment information 28. Reference numeral 30 denotes a recommendation information display unit that displays the predicted start and start times of the aircraft, which are stored in the runway taxiway allocation information 28, at the start of takeoff, landing, and ground movement, and the taxiway to be used.
E02 notifies the recommendation information display unit 30 that the allocation calculation in the runway guideway allocation calculation unit 27 has been completed.
This is a calculation end notification. The recommendation information display unit 30 reads the runway guideway allocation information 28 each time it receives a calculation end notification from the runway guideway allocation calculation unit 27, and updates the display content.

Next, FIG. 2 is a diagram of an example of an airfield arrangement for explaining the names of facilities in the airfield used in the following description. In FIG. 2, 41 is runway A, 42 is B
Runway 43, No. 1 passenger spot for passengers getting on and off-No. 20 passenger spot, 44 No. 1 cargo spot for loading and unloading cargo-No. 2 cargo spot, 45 No. parking area, 46 No. 1 hangar , 47 are second hangars.

Each of the subdivided taxiways 48 to 56 connected to the runway A (hereinafter referred to as taxiways A1 to A)
9, and 57 to 65 are subdivided taxiways (hereinafter, taxiways B1 to B) connected to the B runway 42.
9, and 67 to 69 are subdivided taxiways (hereinafter, taxiways C1 to C) connected to the passenger spots.
4). The run direction is west to east as shown by arrows above runway 41 and runway 42.

The length of the A runway 41 and the length of the B runway 42 are both 3000 m. Taxiway A3 is runway A 41
2250m from the west end of taxiway, taxiway A5
The taxiway A7 is connected to a position 1500 m from the west end of the runway 41, and the taxiway A7 is connected to a position 750m from the west end of the runway 41. Taxiway B3 is connected to a position 2250m from the western end of Runway B, and Taxiway B5 is connected to Runway 42
Connected to a location 1500m from the western end of
It shall be connected to a position 750m from the western end of runway 42. The taxiway A1 to the taxiway A9 are one-way traffic from east to west. The bidirectional traffic is between the taxiway A1 and the taxiway B1, the bidirectional traffic is between the taxiway A9 and the taxiway B9, and the taxiway is from the taxiway B1. Two-way traffic is allowed between the roads B9.

Next, FIG. 3 is a view for explaining the operation plan information 21 in the present invention. In FIG. 3, T01
Is an identification for distinguishing aircraft, a call sign is set for an aircraft with a call sign attached, and a code for distinguishing the aircraft is used for an aircraft on the ground without a call sign attached. Is set. T0
1 is a key item of the operation plan information 21.

T02 is a model representing the model of the aircraft. T03 is a request category indicating the type of takeoff request, landing request, and ground movement request issued by an airborne or ground aircraft. The request category is set regardless of whether a request is received from an aircraft. T04 is a takeoff aircraft starting point indicating a starting point at which an aircraft scheduled to take off starts moving for takeoff, and is either a passenger spot or a cargo spot, or a tarmac or a hangar.

T05 is the landing aircraft end point indicating the end point of the aircraft scheduled to land from the runway after landing, and is either a passenger spot or a cargo spot, or a tarmac or a hangar. T06 is a ground movement starting point indicating a starting point at which an aircraft scheduled to move on the ground starts moving, and is any of a passenger spot or a cargo spot, a tarmac or a hangar. T07 is a ground movement end point indicating an end point at which the aircraft scheduled to move on the ground ends the movement, and is any of a passenger spot or a cargo spot, a tarmac or a hangar.

In the case of takeoff, T08 indicates the originally scheduled time at which the aircraft starts moving from the takeoff aircraft starting point, in the case of landing, indicates the initially scheduled time of starting landing, and in the case of ground movement, moves from the origin. Is the initial scheduled start time indicating the time of the initial scheduled start. In the case of takeoff, T09 indicates the current estimated time to start moving from the takeoff aircraft starting point,
For landings, indicate the current estimated time to start landing,
In the case of ground movement, it is the current estimated start time indicating the current estimated time to start moving from the starting point.

Here, the operation plan information 21 stores information in which the current estimated start time ranges from the current time to a predetermined time TM seconds later. T10 is a situation where “complete” is set when takeoff, landing, and ground movement are completed.

FIG. 4 is a diagram for explaining the request permission information 23 in the present invention. In FIG. 4, T11
Is the same as T01 of the operation plan information 21 and is inherited from the operation plan information 21. The request permission information 23 and the operation plan information 21 are associated with each other by the identification T11. T11
Is a key item of the request permission information 23. T12 is a request category indicating a type of a request scheduled or received by the aircraft. T13 is a request status indicating whether a request has been received from an aircraft. T14 is a permission status indicating whether permission has been granted to the request.

T12 is "take off" or "landing"
Alternatively, either “ground movement” is set. T13
Is set to “Yes” when a request is received, and “No” when no request is received. T14
Is set to "done" when permission is given, and "not yet" when permission is not given.

Next, FIG. 5 shows a request input unit 2 according to the present invention.
FIG. 2 is a diagram for explaining No. 2; In FIG. 5, S01
Reads the operation plan information 21 and the request permission information 23 and displays a request that can be input or a request cancellation, and inputs takeoff request, landing request, ground movement request, takeoff request cancellation, landing request cancellation, and ground movement request cancellation. This is a request input acceptance process to be accepted.

In step S02, a takeoff request, landing request, ground movement request, takeoff request cancellation received in the input reception processing,
Request permission information 23 from landing request cancellation and ground movement request cancellation
This is a request storing process for storing or updating the request. S03 is
This is a request input notification process for notifying the runway guideway allocation calculation unit 27 of the input. In the request storing process, "takeoff", "landing", or "ground movement" is set in the request category of the request permission information 23 according to the content of the request. In the case of request cancellation, the information of the aircraft is deleted from the request permission information 23.

FIG. 6 shows the permission input unit 2 according to the present invention.
FIG. 4 is a diagram for explaining No. 4; In FIG. 6, S11
Reads the request permission information 23, displays the input permission or permission cancellation, and accepts the input of takeoff permission, landing permission, ground movement permission, takeoff permission cancellation, landing permission cancellation, and ground movement permission cancellation. It is.

In step S12, takeoff permission, landing permission, ground movement permission, takeoff permission cancellation received in the input reception processing,
Request permission information 23 from landing permission cancellation, ground movement permission cancellation
This is a permission storage process for storing or updating the URL. S13 is
This is a permission input notification process for notifying the runway guideway assignment calculation unit 27 of the occurrence of the input.

Next, FIG. 7 is a diagram for explaining the runway guideway allocation information 28 according to the present invention. In FIG. 7, T21 is the same as the aircraft identification of the request permission information 23, and is inherited from the request permission information 23. T21 is
These are key items of the runway guideway allocation information 28. T22
Is the same as the request category of the request permission information 23 and is inherited from the request permission information 23. T23 is request permission information 2
3 and is taken over from the request permission information 23. T24 is the same as the permission status of the request permission information 23 and is inherited from the request permission information 23.

In the case of takeoff, T25 is the same as the takeoff aircraft starting point in the operation plan information 21;
1 and operation plan information 21 for ground movement
Is the same as the ground movement start point, and is taken over from the operation plan information 21. In the case of landing, the runway name assigned by the runway guideway allocation calculation unit 27 is set. In the case of T26, in the case of takeoff, the runway name assigned by the runway taxiway allocation calculation unit 27 is set, and in the case of ground movement, it is the same as the ground movement end point of the operation plan information 21, and is taken over from the operation plan information 21, In the case of landing, the operation is the same as the ground movement end point in the operation plan information 21 and is taken over from the operation plan information 21.

Further, T27 is the same as the initial scheduled start time of the operation plan information 21, and is inherited from the operation plan information 21. T28 is the same as the current estimated start time of the operation plan information 21 and is inherited from the operation plan information 21.
T29 is a designation section indicating whether there is an instruction to change or fix the runway and the taxiway, and is set by the runway taxiway designation input unit 29. At T29, “Yes” is set when there is an instruction to change or fix the runway and taxiway, and “No” is set when there is no instruction.

From T30 to T36, the runway or taxiway assigned to the aircraft indicated by the identification is shown in a predetermined time section every TI seconds starting from the current time, and the runway guidance is performed. It is set by the route allocation calculation unit 27. TI is the minimum unit of time to be allocated. Taxiway speeds are assumed to be the same regardless of aircraft type,
Therefore, the time required for the aircraft to pass through one segmented taxiway is also assumed to be constant, and this time is defined as TI. FIG. 7 shows a case where TI is set to 10 seconds.

The start time of T30 is the allocation calculation execution time, that is, the current time, and the end time of T36 is a predetermined time TM seconds after the start time. T
The 36 end times are referred to as allocation end times (hereinafter referred to as TEs). Further, the time zone of T37 is an allocation fixed time of TS seconds predetermined from T30. As a result of the previous assignment calculation, the aircraft whose assignment has been started during T37 takes over the previous assignment calculation execution result without change, regardless of the designated category. This is because the assignment of the aircraft whose landing, takeoff, and ground movement are approaching is not changed. FIG. 7 shows that the current time is 10: 00: 00: 00 and TM is 360
This is a case where 0 seconds and TS are 30 seconds.

Next, FIG. 8 is a view for explaining the runway guideway designation input section 29 in the present invention. In FIG. 8, S21 reads the runway taxiway allocation information 28,
This is a designated input accepting process for displaying the identification of the aircraft that can be entered and the designation or designation or cancellation of designation, and accepting those inputs. Step S22 is an instruction storage process for updating the designated aircraft class in the runway guideway allocation information 28 depending on whether the aircraft has been identified in the designated input acceptance process and whether the designated aircraft has been designated or canceled. S23 is a runway guideway allocation calculation unit 27
This is an input notification process for notifying the user that an input has occurred.

Next, FIG. 9 is a view for explaining the aircraft specification information 25 according to the present invention. In FIG. 9, T3
1 is a model of the aircraft, which is a key item of the aircraft specification information 25. T32 is a sliding distance required for the aircraft indicated by the model T31 to land.

Next, FIGS. 10 and 20 are diagrams for explaining the guideway determination information 26 in the present invention. FIG.
0 is a part of the taxiway determination information 26 when the runway is used in the east → west direction, and the taxiway when the aircraft to be landed moves from the runway A to the landing / departure place, parking lot, and hangar. Is a combination pattern. In FIG. 10, T4
Reference numeral 1 denotes a starting point, which is any of a passenger spot, a cargo spot, a tarmac, and a hangar in the case of an aircraft scheduled to take off or ground movement, and is limited to a runway in the case of landing. T41
Corresponds to the takeoff aircraft origin or the ground mobile aircraft origin in the operation plan information 21.

T42 is an end point and is limited to a runway in the case of an aircraft scheduled to take off, and a passenger spot, a cargo spot, and
Either a tarmac or a hangar. T42 corresponds to the landing aircraft end point or the ground moving aircraft end point of the operation plan information 21. T43 is a guideway combination pattern connecting the start point and the end point. T44 is the number of used taxiways indicating the number of taxiways included in the relevant taxiway combination pattern.

T45 is a landing run distance condition, and indicates that the taxiway combination pattern can be selected only when the landing run distance of the aircraft is shorter than the distance indicated by T45. For example, when T45 is “1500 m or less”, the combination of the taxiways has a landing run distance of 15
Indicates that only aircraft less than 00m is applicable. T
If 45 is “none”, it indicates that the taxiway combination is applicable regardless of the landing run distance. T
45 is a meaningful item only for landing.

Next, FIG. 20 shows a part of the taxiway determination information 26 when the runway is used in the east-west direction. The runway A or the runway B is used to take off from the first passenger spot. It is a combination pattern of a taxiway when traveling to 42 and when traveling on the ground to another passenger spot, cargo spot, tarmac, and hangar. Thus, the taxiway determination information 26 covers all possible starting points and ending points of the aircraft at the airport. The taxiway determination information 26 stores both a case where the runway is used in the east → west direction and a case where the runway is used in the west → east direction.

In the present invention, a method of combining taxiways between ground facilities such as a runway, a taxiway, and a passenger spot is collected in the taxiway determination information 26 and does not affect the allocation algorithm. Therefore, when a change occurs in the ground facilities such as the runway, taxiway, and passenger spot, it is not necessary to change the allocation algorithm, and it can be dealt with only by modifying the taxiway determination information 26.

Next, FIG. 11 is a view for explaining the runway guideway assignment calculation unit 27 in the present invention. In FIG. 11, S31 is an allocation initial process for preparing before the allocation. S32 is a permitted aircraft allocation process for allocating an aircraft for which permission has been granted. S33 is a permission waiting aircraft allocation process for allocating an aircraft that has received a request but has not been given permission. S34 is
This is a requestless aircraft allocation process for allocating an aircraft that has not received a request.

D31 is a runway taxiway which temporarily stores the allocation status of the taxiway and the runway, which are allocated in the permitted aircraft allocation processing, the permission waiting aircraft allocation processing, and the non-permitted aircraft allocation processing. It is an allocation status table.
S35 is an allocation result storing process of reflecting the contents of the runway taxiway allocation status table in the runway taxiway allocation information 28. S36 is a calculation notification process for notifying the recommendation information display unit 30 of the completion of the calculation.

As shown in this figure, the allocation is performed in three stages, the allocation of the aircraft to which permission has been made is performed first, and then the allocation of the aircraft which has received a request but has not been granted permission is performed. Then, an aircraft that has not received the request is assigned. As a result, an aircraft that has given permission is assigned with priority over an aircraft that has received a request but has not given permission yet, and an aircraft that has not received a request is assigned with the lowest priority. The runway taxiway allocation calculation unit 27 is activated at regular intervals, and is executed at S31, S32, S33, S34, S35, S
The processing is performed in the order of 36.

Next, FIG. 12 is a diagram for explaining a runway taxiway use status table according to the present invention. FIG.
, T51 is a runway taxiway type for distinguishing between a runway and a taxiway. T52 is a runway taxiway name. T53 is the allocation start time indicating the start time of the time to be allocated. The allocation target start time is a predetermined time T determined from the allocation calculation execution time.
S seconds later. T54 is a time axis divided into a predetermined time interval of TI seconds with the allocation target start time as the start time. T55 is the last time section to be assigned. The end time of T55 is a predetermined time TM seconds after the allocation calculation execution time. T56 is a runway taxiway allocation status in which the call sign or aircraft number of the aircraft allocated for each time section and for each runway taxiway is entered.

In this example, the allocation calculation execution time is 10:00
0 minutes 00 seconds, TS for 30 seconds, TI for 10 seconds, TM for 36
This is the case of 00 seconds. First, aircraft 1
At 0:00, the aircraft starts landing on runway A, enters taxiway A1 after 30 seconds, and taxiway A2 after 40 seconds.
50 seconds later, taxiway A3 is entered. 60 seconds later, taxiway A4.
, And enter the taxiway A5 70 seconds later. The aircraft 2 starts landing on the runway B at 10:00:30, enters the taxiway B1 60 seconds later, enters the taxiway A1 70 seconds later, and enters the taxiway A2 80 seconds later. This means that the vehicle enters the taxiway A3 after 90 seconds.

Here, the time for occupying the runway at the time of takeoff and landing is a fixed time TW for both takeoff and landing irrespective of the type and run distance of the aircraft. Therefore, TW is set to be a multiple of TI. FIG. 12 shows that TI is 10 seconds,
This is a case where TW is set to 30 seconds.

Next, FIG. 13 is a diagram for explaining the allocation initial processing in the present invention. In FIG. 13, S41
Reads the operation plan information 21 and the runway taxiway assignment status table, searches the runway taxiway assignment status table for aircraft whose status = “completed” in the operation plan information 21, and deletes the completed aircraft. Processing. S42 is
The runway taxiway allocation information 2 calculated last time so that the allocation calculation execution time, that is, the current time becomes the allocation target start time.
8 is an assignment status transition process for shifting the runway taxiway assignment status to the left.

In step S43, the runway guideway allocation status table transferred in the allocation status transfer process is read, and the aircraft to which the allocation start time has been allocated since TS seconds after the current time is extracted. This is an assignment status erasing process for deleting the runway taxiway assignment status of the aircraft and leaving it unassigned. S44 reads the runway taxiway allocation status table updated in the allocation status erasing process,
This is a designated section update process of extracting an assigned aircraft from a point in time at which the allocation start time is earlier than TS seconds after the current time, and updating the designated section of the aircraft to “Yes”. This is to prevent the aircraft moving or landing from being changed if it is scheduled to be less than TS seconds from the current time.

At S45, the operation plan information 21 and the runway guideway allocation status table are read, and the operation plan information 2 is read.
In step 1, the aircraft is searched from the runway taxiway allocation information 28 for an aircraft that satisfies the current estimated start time <current time + TS, and if not found, is added to the runway taxiway allocation information 28. S46 is an allocation mark setting process of reading the operation plan information 21 and setting “not yet” to the allocation mark of the aircraft with the designated classification = “absent”. S47
Is an allocation target terminal time setting process for setting the allocation target terminal time TE after TM seconds of the current time.

Next, FIG. 14 is a diagram for explaining the permitted aircraft assignment processing in the present invention. In FIG. 14, in S51, prior to the allocation, the current time + TS is set to the allocation target time (hereinafter, referred to as TV), the allocation evaluation value minimum value variable (hereinafter, EVMIN) is set to 0, and the allocation evaluation value minimum is set. This is the initial processing for selecting an aircraft whose assignment has been permitted, in which "none" is set for the aircraft identification (hereinafter, referred to as IDMIN). TV represents the start time of the time zone to be allocated. S52 is an input mark initialization process for setting the input marks of all the permitted aircrafts in the taxiway allocation information to “not yet”.

S53 is an authorized aircraft,
And the specified category is “none”, and the input mark is “not yet”
One aircraft in the order of the original scheduled start time,
This is a permitted aircraft input process. In step S54, the input marks of all the input target aircraft in the permitted aircraft input processing are
If “yes”, the flow branches to S60; otherwise, the flow branches to S55. S55 is an input mark update process for setting the input mark of the runway guideway allocation information 28 read in the aircraft input process to “Yes”.

In step S56, the assigned aircraft currently being read is temporarily assigned to the current TV, the degree of overlap of the taxiway with the other assigned aircraft is calculated, and the assignment evaluation is stored in the assignment temporary storage area. This is a value calculation process. S5
7 determines whether or not the evaluation value calculated in the allocation evaluation value calculation process is equal to 0. If the evaluation value is equal, there is no overlapping use of the taxiway, so that the aircraft is unconditionally newly allocated to S.
The process branches to 60, and if not equal, branches to S58, where the evaluation value is zero.

In S58, it is determined whether or not the allocation evaluation value of the aircraft is smaller than the currently calculated minimum value of the allocation evaluation value. If the allocation evaluation value is smaller, the process branches to S59. If not, the process branches to S53. This is the evaluation value minimum judgment to be performed. S59
Is an evaluation value minimum aircraft identification storing process for setting the assigned evaluation value of the aircraft to EVMIN and setting the identification to IDMIN. S60 is an evaluation value zero aircraft identification storing process for making the aircraft an aircraft to be newly assigned.
S58 is a determination for selecting an aircraft that has already been allocated and an aircraft that has the least overlap in use of the taxiway.

In step S61, the runway taxiway allocation status table and the temporary storage area are read, the order of the aircraft performing takeoff, landing, and ground movement and the taxiway are determined, and the program proceeds to the runway taxiway allocation status table. After the storage, the assignment mark of the aircraft in the runway guideway assignment information 28 is set to “completed”, and the contents of the assignment temporary storage area are erased. S62 is an allocation target time update process for advancing the TV for TI seconds. In S63, the T updated in S62 is used to determine the completion of the allocation calculation of the permitted aircraft.
This is a permitted aircraft allocation end determination for determining whether V has reached the allocation end time TE.

Next, the assignment evaluation value calculation processing in the present invention will be described. First, a case will be described in which the request category of the currently loaded aircraft is takeoff in the permitted aircraft input processing. First, the runway guideway allocation information 28 is searched using the identification of the aircraft that is currently read in the permitted aircraft input process as a key, and the starting point is acquired. Next, using the start and end points as keys,
The guideway determination information 26 is searched to acquire a guideway combination pattern.

Next, the end point is replaced with the runway B and the taxiway determination information 26 is searched to obtain a taxiway combination pattern. Next, the taxiway combination pattern obtained above and the runway are tentatively allocated from the TV, respectively, and the number of times the runway or the subdivided taxiway overlaps with another aircraft already allocated, The combination pattern of the runway with the smallest duplicated runway and the subdivided taxiway and the duplicated number are stored in an allocation temporary storage area, and the duplicated number at this time is used as the allocation evaluation value of the aircraft. If there are a plurality of guideway combination patterns corresponding to one set of the starting point and the end point, the super plurality is counted, and the guideway combination pattern with the smallest overlapping number is selected.

Next, a case will be described in which the request category of the aircraft which is currently read in the permitted aircraft input processing is landing. First, the runway taxiway assignment status table is read, and T
Between V and TW, another aircraft is on runway A or B
It is determined whether or not the runway 42 has been assigned. If so, the currently loaded aircraft is determined to be unassignable, and the assignment evaluation value is sufficiently large so that the aircraft is not selected as a newly assigned aircraft. The number is set, and the process ends.

If no other aircraft is assigned, the aircraft specification information 25 is searched by the permitted aircraft input process using the currently read aircraft model as a key, and the landing run distance is obtained. Next, the runway guideway allocation information 28 is searched using the identification of the aircraft currently read in the permitted aircraft input process as a key, and the end point is obtained. Next, the guideway determination information 26 is searched using the start point and the end point as keys, and a guideway combination pattern that satisfies the runway distance condition is acquired from the landing runway distance acquired from the aircraft specification information 25. next,
The taxiway determination information 26 is searched by replacing the starting point with the runway B, and a taxiway combination pattern that satisfies the runway distance condition from the landing runway distance acquired from the aircraft specification information 25 is acquired.

The taxiway combination pattern obtained above and the runway are tentatively assigned from the TV, respectively, and the number of overlaps of the runway or the subdivided taxiway with other aircraft already assigned are counted. The combination pattern of the runway with the smallest duplicated runway and the subdivided taxiway and the duplicated number are stored in an allocation temporary storage area, and the duplicated number at this time is used as the allocation evaluation value of the aircraft. If there is more than one applicable taxiway combination pattern for a set of start and end points,
The super multiples are counted, and the taxiway combination pattern with the smallest overlap is selected.

Next, the case where the request category of the aircraft currently read in the permitted aircraft input processing is ground movement will be described. First, the runway guideway allocation information 28 is searched using the identification of the aircraft currently read in the permitted aircraft input process as a key, and the start point and the end point are acquired. Next, using the start point and the end point as keys, the guideway determination information 26 is searched to obtain a guideway combination pattern. Next, the taxiway combination pattern and the runway obtained above are tentatively allocated from the TV, respectively, and the number of overlaps of the runway or the subdivided taxiway with another aircraft already allocated is counted. The combination pattern and duplication number of the runway and the subdivided taxiway are stored in the allocation temporary storage area, and the duplication number at this time is used as the allocation evaluation value of the aircraft. When there are a plurality of guideway combination patterns corresponding to one set of the starting point and the end point, each overlap number is counted, and the guideway combination pattern having the smallest overlap number is selected.

Next, the assignment status storing process according to the present invention will be described. First, when IDMIN = “none”, the present process is terminated. Next, IDMIN “none”,
That is, in the case of an aircraft whose allocation evaluation value is evaluated to be the minimum, a combination pattern of the duplication number of the aircraft, the runway, and the subdivided taxiway is acquired from the allocation temporary storage area. Next, the combination pattern of the runway and the subdivided taxiway obtained from the allocation temporary storage area is arranged in the runway taxiway allocation status table, and the assignment mark is set to “Done”. The arrangement method is different from the case of 1 and one or more cases.

First, the case where the duplication number is 0 will be described. FIG.
FIG. 5 is a diagram for explaining a method of allocating to the runway guideway allocation status table when the duplication number is 0. T71 is the aircraft 3 already assigned. T72 is the aircraft 4 to be allocated. TV is 10:00:30
Seconds, TI is 10 seconds, and TW is 30 seconds.

In this example, the aircraft 3 which is the aircraft scheduled to land is moved from the current time 10:00:00 to 10:01.
Until just before 30 minutes, "Runway A 41 → Taxiway A1
→ Taxiway A2 → Taxiway A3 → Taxiway A4 → Taxiway A5 →
In the case where taxiway C3 has already been allocated in the order, and there is no other airplane assigned, aircraft 4 which is the aircraft scheduled to land is moved from the allocation target time 10:00:30 to “B runway 42 → This is a case where the assignment is performed in the order of taxiway B1 → taxiway A1 → taxiway A2 → taxiway A3 →. First,
At 10:00:30, TW aircraft 4 to runway B
Place for seconds. Next, the aircraft 2 is set to the taxiway B1, the taxiway A1, the taxiway A2, the taxiway A3,.
Are arranged one by one.

As described above, when the overlap number is 0, the aircraft can be assigned to the runway or the taxiway according to the taxiway combination pattern obtained from the taxiway determination information 26.

Next, the case where the number of duplicates is one or more will be described.
FIG. 16 is a diagram for explaining a method of assigning a runway guideway assignment status table when the duplication number is 0. In FIG. 16, T81 is the aircraft 5 already assigned, and T82 is the aircraft 6 to be assigned. T
V is 10:00:40. In this example, the aircraft 5 which is the aircraft scheduled to land starts from “10:00:40” as “A runway 41 → taxiway A1 → taxiway A2 → taxiway A3”.
In the situation where the aircraft 6 is already allocated in the order of “→ ..” and no other aircraft is allocated, the aircraft 6 that is scheduled to move on the ground is changed from the TV to “the taxiway B3 → the taxiway B2 →”.
This is a case where the assignment is performed in the order of taxiway B1 → taxiway A1 → taxiway A2 →. The values of TI and TW are the same as in FIG.

In this example, the guideway A1 overlaps at 10:01:10, the guideway A2 overlaps at 10:01:20, and the overlap continues thereafter. First, the aircraft 6 is arranged on the taxiway B3 from 10:00:40, the aircraft 6 is arranged on the taxiway B2 from 10:00:50, and the aircraft 6 is arranged on the taxiway B1 from 10: 00: 10: 00. The aircraft 6 is arranged. Up to this point, there is no overlap of the taxiways, so that this is the same as when the overlap number is 0.

Next, regarding the arrangement of the aircraft 6 with respect to the taxiway A1, since the aircraft 5 has already been allocated from 10:01:10, one taxiway B1 that has already been arranged is added and “taxiway B3 → Taxiway B2 → Taxiway B1 → Taxiway B1 →
When the route is changed to “Guidance route A1 → Guidance route A2 →...”, Overlapping of the guidance route A1 is avoided. That is, 10:01:10
From the second, the aircraft 6 is arranged on the taxiway B1. This indicates that the aircraft 6 waits for TI seconds (10 seconds in this example) on the taxiway B1.

Next, from 10:01:20, the taxiway A1 is vacant, so the aircraft 6 is arranged, and the taxiway A2 and thereafter are arranged one by one every TI second. If there is an overlap after the taxiway A2, the overlap is similarly added immediately before the subdivided taxiway. As described above, when there is an overlap in the subdivided taxiways, the subdivided taxiways immediately before the duplication are continuously allocated until there is no overlap. This means stopping the aircraft on the taxiway and waiting. If the runways overlap when allocating the aircraft to be taken off, the allocation to add the subdivided taxiway immediately before the runway is performed in the same manner.

In FIG. 11, the processing contents of the permission waiting aircraft allocation processing are the same except that the aircraft to be allocated in the permission waiting aircraft allocation processing is changed to a requesting and permission waiting aircraft.

In FIG. 11, the processing contents of the no-request aircraft assignment processing are the same except that the aircraft to be assigned in the permission waiting aircraft assignment processing is changed to an unrequested aircraft.

According to the first embodiment, a combination of taxiways connecting facilities such as a runway, a passenger spot, a cargo spot, a tarmac, and a hangar in an airfield, which is a starting point and an end point when an aircraft moves on the ground. By storing the pattern in advance as the data of the taxiway determination information 26 independent of the assignment calculation algorithm, the determination of the taxiway can be performed at a higher speed than the method of calculating the taxiway, and the taxiway and the departure / departure point in the airport can be obtained. Can be dealt with without the need to revise the runway guideway allocation calculation unit 27.

When there are a plurality of combinations of taxiways connecting passenger spots, cargo spots, parking lots, hangars, etc., where the aircraft to be landed ends from the runway, the taxiway that minimizes the number of taxiways required By selecting the combination pattern of, the combination pattern of the guide path that minimizes the moving distance can be selected.

The runway guideway assignment calculation unit 27 performs the assigned aircraft assignment process, the approval waiting aircraft assignment process, and the no-request aircraft assignment process in this order.
For takeoff requests, landing requests, and ground movement requests issued by aircraft, if there is an approved aircraft, an aircraft waiting for approval, and an aircraft that has not issued the above request, assignment of the approved aircraft is the first priority. Priority is assigned to aircraft waiting for approval, and priority is assigned to aircraft without request.
It can be assigned with priority.

Further, the runway taxiway allocation calculation unit 27 preferentially allocates an aircraft having a smaller number of runways and taxiways than the expected start time of takeoff, landing, and ground movement. Priority will be given to aircraft that have a short waiting time on the runway or taxiway. For this reason, when the takeoff, landing, and ground movement requests of multiple aircraft are competing, the runway and taxiway idle time should be minimized rather than the priority based on the scheduled takeoff, landing, and ground movement times. Can be assigned with priority.

Further, the runway guideway allocation calculation unit 27 determines whether or not there is a designation for fixing the runway or the taxiway according to the designation section of the runway guideway allocation information 28, thereby providing a runway guideway designation input. The runway taxiway can be compulsorily fixed by not changing the assignment of the aircraft having the runway.

Embodiment 2 FIG. 17 shows a process of immediate recalculation when takeoff request, takeoff request cancellation, landing request, landing request cancellation, ground movement request, and ground movement request cancellation according to the second embodiment of the present invention are received by request input unit 22. It is a figure for explaining the flow of. In the figure, the same or corresponding parts as in the first embodiment are denoted by the same reference numerals, and the description is omitted. E02 is a request to notify the runway guideway assignment calculation unit 27 that the request input unit 22 has received the takeoff request, takeoff request cancellation, landing request, landing request cancellation, ground movement request, and ground movement request cancellation. This is an input notification.

When the request input unit 22 receives a takeoff request, a takeoff request cancellation, a landing request, a landing request cancellation, a ground movement request, and a ground movement request cancellation, the request input unit 22 stores the received input contents in the request permission information 23, A request input notification is sent to the runway guideway assignment calculation unit 27. Upon receiving the request input notification, the runway taxiway allocation calculation unit 27 immediately recalculates the allocation calculation, updates the runway taxiway allocation information 28, and notifies the advisory information display unit 30 of the calculation end notification. I do.
Further, upon receiving the calculation end notification, the recommendation information display unit 30 immediately reads the runway guideway allocation information 28 and updates the display content of the allocation information.

As a result, when a takeoff request, takeoff request cancellation, landing request, landing request cancellation, ground movement request, and ground movement request cancellation are input, the assignment calculation is immediately recalculated, and the effect of the input is immediately reflected. This is reflected in the display contents of the assignment information.

Embodiment 3 FIG. 18 shows a process of immediate recalculation when takeoff permission, takeoff permission cancellation, landing permission, landing permission cancellation, ground movement permission, and ground movement permission cancellation according to the third embodiment of the present invention are accepted by the permission input unit 24. It is a figure for explaining the flow of. In the figure, the same or corresponding parts as in the first embodiment are denoted by the same reference numerals, and the description is omitted. E03 notifies the runway guideway allocation calculation unit 27 that the permission input unit 24 has received the takeoff permission, takeoff permission cancellation, landing permission, landing permission cancellation, ground movement permission, and ground movement permission cancellation. This is an input notification.

When the permission input unit 24 receives takeoff permission, takeoff permission cancellation, landing permission, landing permission cancellation, ground movement permission, and ground movement permission cancellation, the received input contents are stored in the request permission information 23, A notification of permission input is sent to the runway guideway assignment calculation unit 27. Upon receiving the permission input notification, the runway taxiway allocation calculation unit 27 immediately recalculates the allocation calculation, updates the runway taxiway allocation information 28, and notifies the recommendation information display unit 30 of the calculation end notification. I do.
Upon receiving the calculation end notification, the recommendation information display unit 30 immediately reads the runway guideway allocation information 28 and updates the display content of the allocation information.

As a result, when the takeoff permission, takeoff permission cancellation, landing permission, landing permission cancellation, ground movement permission, and ground movement permission cancellation are input, the assignment calculation is immediately recalculated, and the effect of the input is immediately reflected. This is reflected in the display contents of the assignment information.

Embodiment 4 FIG. FIG. 19 is a diagram for explaining a flow of an immediate recalculation process when a runway guideway designation input unit according to Embodiment 4 of the present invention receives a runway guideway cancellation. In the figure, the first embodiment
Since the same or corresponding parts are denoted by the same reference numerals,
Description is omitted. E04 is a runway guideway assignment cancellation input notification that notifies the runway guideway assignment calculation unit 27 that the runway guideway designation input unit has accepted the runway guideway designation cancellation.

When the runway guideway designation cancellation is received, the runway guideway designation input unit stores the received input contents in the runway guideway assignment information 28 and then sends a runway guideway designation cancellation input notification to the runway guideway. Notify the assignment calculation unit 27. The runway taxiway allocation calculation unit 27 immediately recalculates the allocation calculation by receiving the runway taxiway designation cancellation input notification,
After the runway guideway allocation information 28 is updated, a calculation end notification is sent to the recommendation information display unit 30. Further, upon receiving the calculation end notification, the recommendation information display unit 30 immediately reads the runway guideway allocation information 28 and updates the display content of the allocation information.

As a result, when the cancellation of the taxiway designation is input, the assignment calculation is immediately recalculated, and the effect of the input is immediately reflected in the display contents of the assignment information.

[0095]

According to the first aspect of the present invention, a runway, a passenger spot, a cargo spot, a tarmac, a hangar, and a taxiway connecting facilities that serve as a starting point and an end point when an aircraft moves on the ground, such as a runway in an airfield. By storing the combination pattern of in advance as external data independent of the allocation calculation,
The taxiway can be determined at a higher speed than the calculation method, and the runway taxiway allocation calculation unit 27 can be dealt with without increasing or abolishing the taxiway or departure / departure point in the airport.

The aircraft takeoff / landing order allocating apparatus according to the second invention is characterized in that, when there are a plurality of combinations of taxiways connecting a passenger spot, a cargo spot, a parking lot, a hangar, etc., where an aircraft to be landed ends from the runway, By selecting the combination pattern of the guideways that minimizes the required number of guideways, it is possible to select the combination pattern of the guideways that minimizes the travel distance.

According to the third aspect of the present invention, there is a take-off request, a landing request, and a ground movement request issued by an aircraft including an authorized aircraft and an aircraft waiting for approval, and an aircraft that has not issued the above request. , Assignment of aircraft that has already been granted is the first priority, assignment of aircraft waiting for approval is the second priority,
The assignment of the aircraft without the request can be assigned with the third priority.

According to the fourth aspect of the present invention, when takeoff, landing, and ground movement requests of a plurality of aircraft are competing, takeoff,
The priority can be assigned to minimizing the idle time of the runway or taxiway, rather than the priority based on the scheduled landing and ground movement times.

According to the fifth aspect of the present invention, even if the aircraft to be allocated has an overlap between the take-off runway or the taxiway with another aircraft that has already been allocated, the aircraft is not excluded from the allocation target by the allocation on standby on the taxiway. The use density of runways and taxiways can be increased.

According to the sixth aspect, the takeoff request, landing request, ground movement request, takeoff request cancellation received from the aircraft,
The effect of the cancellation of the landing request and the cancellation of the ground movement request is immediately reflected in the assignment contents, so that the effect on other aircraft can be quickly grasped.

According to the seventh aspect, the effects of takeoff permission, landing permission, ground movement permission, takeoff permission cancellation, landing permission cancellation, and ground movement permission cancellation issued to the aircraft are immediately reflected in the assignment contents. , The effect on other aircraft can be quickly grasped.

According to the eighth aspect, when it is necessary to fix the runway taxiway due to a factor that cannot be considered in the aircraft takeoff / landing order assignment device, the runway taxiway can be forcibly fixed. Fluctuation due to recalculation can be suppressed.

According to the ninth aspect, when the necessity of fixation is eliminated after the fixation of the runway taxiway, the effect of the cancellation of the fixation is immediately reflected in the assignment contents, so that it can be applied to other aircraft. Immediately understand the impact.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of an aircraft takeoff and landing order allocating apparatus according to a first embodiment of the present invention.

FIG. 2 is an example of ground equipment arrangement at an airfield.

FIG. 3 is an example for explaining operation plan information in the present invention.

FIG. 4 is an example for explaining request permission information in the present invention.

FIG. 5 is a flowchart of a process of a request input unit in the present invention.

FIG. 6 is a flowchart of a process performed by a permission input unit according to the present invention.

FIG. 7 is an example for explaining runway guideway allocation information in the present invention.

FIG. 8 is a flowchart of processing of a runway guideway designation input unit according to the present invention.

FIG. 9 is an example for explaining aircraft specification information in the present invention.

FIG. 10 is an example for explaining guideway determination information in the present invention.

FIG. 11 is a flowchart of a method for determining a taxiway performed by a runway taxiway assignment calculation unit according to the present invention.

FIG. 12 is an example for explaining a runway guideway allocation status table in the present invention.

FIG. 13 is a flowchart of an allocation initial process according to the present invention.

FIG. 14 is a flowchart of a process of a runway guideway allocation calculation unit according to the present invention.

FIG. 15 is an example of a runway guideway allocation status table for explaining an arrangement in the case where the duplication number is 0 in the allocation status storage processing according to the present invention.

FIG. 16 is an example of a runway guideway allocation status table for explaining an arrangement in the case where the number of duplications performed in the allocation status storage processing in the present invention is one or more.

FIG. 17 is an overall configuration diagram of an aircraft take-off and landing order allocating device according to a second embodiment of the present invention.

FIG. 18 is an overall configuration diagram of an aircraft takeoff and landing order allocating device according to a third embodiment of the present invention.

FIG. 19 is an overall configuration diagram of an aircraft take-off and landing order allocating device according to a fourth embodiment of the present invention.

FIG. 20 is an example for explaining guideway determination information in the present invention.

FIG. 21 is an overall configuration diagram of an aircraft takeoff and landing order allocating device according to a conventional technique.

[Explanation of symbols]

1 Airport surface aircraft position detector, 2 Arrival ordering /
Arrival time calculator 3 Arrival interval calculator, 4 Takeoff available time searcher, 5
6 First departure possible aircraft search unit to second departure possible aircraft search unit, 7
-10 first departure ordering / instruction time determination unit-fourth departure ordering / instruction time determination unit, 11 display unit, 12 departure instruction display control unit 21 operation plan information, 22 request input unit, 23 request permission information, 24 permission input Part, 25 aircraft specification information, 26 taxiway determination information, 27 runway taxiway allocation calculation section, 28 runway taxiway allocation information, 29 runway taxiway designation input section, 30 recommendation information display section, 41A
Runway, 42B Runway, 43 1st Passenger Spot ~
No. 20 passenger spot, 44 No. 1 cargo spot to No. 2 cargo spot, 45 tarmac, 46 No. 1 hangar, 4
7 2nd hangar, 48-56 Taxiways A1-A9, 5
7-65 Taxiway B1-B9, 66-69 Taxiway C1
~ C4

Claims (9)

[Claims] A request input unit for receiving a takeoff request, a landing request, a ground movement request of an aircraft, and cancellation of each of these requests; a request permission information storage unit for storing each of the requests received by the request input unit; A take-off permission, a landing permission, a ground movement permission, and a permission input unit for receiving the cancellation of each permission and updating the data stored in the request permission information storage means; and a pre-stored run distance for each model of the aircraft. Aircraft specification information storage means, a taxiway determination information storage means in which a combination pattern of taxiways connecting a runway and a landing station are stored in advance, and an operation plan in which flight operation schedules and the like are stored in advance From the information storage means and the data stored in the request permission information storage means, the order and time of transmission of takeoff permission, landing permission, and ground movement permission, and the allocation of the runway and taxiway used A runway taxiway allocation calculation unit that periodically calculates; a runway taxiway allocation information storage unit that stores the result of the allocation calculation of the runway taxiway allocation calculation unit; and a runway taxiway allocation information storage unit that An aircraft take-off and landing order assignment comprising: a recommendation information display section for displaying the stored contents; and a runway guideway designation input section for receiving designation and cancellation of designation of the runway and taxiway and updating the above-mentioned operation plan information. apparatus. 2. The runway taxiway allocation calculation unit, when there are a plurality of taxiway combination patterns connecting an aircraft to be landed to at least one destination point that is an end point from the runway, 2. The aircraft takeoff / landing order allocating apparatus according to claim 1, further comprising means for selecting the combination pattern that minimizes the travel time on the taxiway. 3. The runway taxiway allocation calculation unit, when a takeoff request, a landing request, and a ground movement request issued by the aircraft include an authorized aircraft and an aircraft waiting for approval, 2. The aircraft take-off and landing order allocating apparatus according to claim 1, further comprising means for assigning the first priority to the aircraft waiting for permission, the second priority, and the non-requested aircraft to the third priority. . 4. The runway taxiway assignment calculation unit, when there is no overlap between the runway and taxiway between a plurality of aircraft to be newly assigned and an already assigned aircraft, take-off and landing. The aircraft having the earliest predicted time at which ground movement can be started is the aircraft to be newly assigned, and in the case of the above overlap, the aircraft with the smallest overlapping number is the aircraft to be newly assigned. The aircraft takeoff and landing order allocating apparatus according to claim 1, wherein: 5. The runway taxiway assignment calculation unit, when a takeoff runway or a taxiway overlaps between a newly assigned aircraft and another assigned aircraft during the assignment calculation process. 2. The aircraft take-off and landing order allocating apparatus according to claim 1, further comprising means for performing a standby assignment on a taxiway in order to avoid the duplication. 6. The request input unit, when receiving an input of a takeoff request, a landing request, a ground movement request, a takeoff request cancellation, a landing request cancellation, and a ground movement request cancellation, determines the influence of the input on allocation. 2. The aircraft takeoff and landing order allocating apparatus according to claim 1, further comprising means for reflecting the information on the display content of the recommendation information display unit. 7. The permission input unit, when receiving an input of a takeoff permission, a landing permission, a ground movement permission, a takeoff permission cancellation, a landing permission cancellation, and a ground movement permission cancellation, determines the influence of the input on the assignment. 2. The aircraft takeoff and landing order allocating apparatus according to claim 1, further comprising means for reflecting the information on the display content of the recommendation information display unit. 8. The runway taxiway designation input unit fixes the taxiway runway of the aircraft as it is in the runway taxiway assignment calculation unit when the runway taxiway designation input is received. 2. The aircraft takeoff / landing order allocating apparatus according to claim 1, further comprising means not changed thereafter. 9. The runway taxiway designation input unit includes means for, when an input for canceling a runway taxiway designation is received, reflecting an influence of the input on assignment to display contents of the recommendation information display unit. The aircraft takeoff and landing order allocating apparatus according to claim 1, further comprising: