JP2004038802A - Air traffic control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a control load of a controller in a terminal airspace by efficiently adjusting arrival time in the terminal airspace. <P>SOLUTION: This system is provided with a step which determines whether an aircraft flying based on a flight plan for each aircraft can move into the terminal airspace of an arrival airport on schedule or not, a step which conducts a competition judgement of runway usage time for take-off and landing in the arrival airport if it is determined that the aircraft can move into the airspace, a step which recreates a usage plan of the runway if it is determined that there is a competition, a step which compares a value of waiting time that is allocated to the aircraft based on the created usage plan of the runway with maximum waiting time that is prescribed in the terminal airspace of the arrival airport and which conducts an excess determination of the waiting time in the terminal airspace, and a step which sets excess waiting time as an adjusting time until moving into the terminal airspace if it is determined that the waiting time is in excess. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device used for air traffic control, and more particularly to an air traffic control control device suitable for use in creating flight instruction information for each aircraft in flight.
[0002]
[Prior art]
In the conventional air traffic control, as a method of avoiding congestion of arriving aircraft in the airspace of an airport (terminal airspace), aerial standby and departure control in the terminal airspace have been performed. The departure control is a control for delaying the takeoff time of an aircraft scheduled to arrive at the target airport when it is predicted that the traffic volume in the terminal airspace will be exceeded. Usually, departure control is performed only for aircraft departing from domestic airports, and not for aircraft arriving from overseas. For this reason, the arrival time of aircraft arriving from overseas is adjusted mainly by aerial standby in the terminal airspace.
[0003]
[Problems to be solved by the invention]
In the terminal airspace of airports where the proportion of aircraft departing from domestic airports is kept moderate, the effect of traffic control by departure control can be expected moderately. However, for example, at an international airport in Japan, most of the arriving aircraft depart from overseas airports, so departure control cannot be applied under the current system, and traffic control is performed by aerial standby in the terminal airspace. May have to be done. Therefore, in such airports, the control of air traffic in the terminal airspace tends to be complicated, and especially in the airspace of airports that are crowded with arriving aircraft from overseas, the air traffic controller's control load increases. There are issues.
[0004]
Therefore, an object of the present invention is to provide an air traffic control controller that can reduce the control load of a controller in the terminal airspace by more efficiently adjusting the arrival time in the terminal airspace.
[0005]
[Means for Solving the Problems]
In order to solve the above problem, the invention according to claim 1 determines whether it is possible to enter the terminal airspace of the arrival airport at the scheduled time of the aircraft in flight based on the flight plan of each aircraft. Terminal entry judging means for judging; runway competition judging means for judging competition of runway usage time at takeoff and landing at an arrival airport when it is judged that entry is possible by the terminal entry judging means; Means for recreating a runway use plan when the means is determined to be in conflict with the runway use plan created by the runway use plan created by the runway use plan create means. Exceeding the waiting time to compare the assigned waiting time value with the maximum waiting time specified in the terminal airspace at the arrival airport and determine whether the waiting time in the terminal airspace has been exceeded. Terminal airspace entry restriction for setting the excess standby time as an adjustment time before entering the terminal airspace when the standby time assigned to the aircraft is determined to be exceeded by the determination means and the standby time excess determination means. Means.
[0006]
According to a second aspect of the present invention, there is provided a terminal entry judging means for judging whether entry into the terminal airspace at the arrival airport is possible at a scheduled time of the aircraft in flight based on the flight plan of each aircraft. And when it is determined that entry is possible by the terminal entry determining means, the runway competition determining means for determining the runway use time competition at takeoff and landing at the arrival airport, and the runway competition determining means determine that there is a conflict. In this case, a runway use plan preparation means for calculating a standby time in the terminal airspace, adjusting the landing time, and re-creating a runway use plan so as to eliminate conflicts in use time, and The waiting time excess judgment that determines the excess of the waiting time in the terminal airspace by comparing the value of the waiting time and the maximum waiting time specified in the terminal airspace at the arrival airport. Means, when it is determined that the standby time assigned to the aircraft is exceeded by the standby time excess determination means, the excess standby time is distributed to each passing fix as an adjustment time before entering the terminal airspace. Terminal airspace entry restriction means for allocating an adjustment time.
[0007]
According to a third aspect of the present invention, there is provided a program executed by a computer, the description of which includes entering the terminal airspace of the arrival airport at a scheduled time of the aircraft in flight based on the flight plan of each aircraft. Runway competition determination for determining whether the area is feasible, and for determining runway usage time during takeoff and landing at the arrival airport when it is determined that entry is possible in the terminal entry determination process The runway use plan creation process that re-creates the runway use plan when it is determined that there is a conflict in the process and the runway competition determination process, and the runway use plan created in the runway use plan creation process The waiting time value assigned to the aircraft is compared with the maximum waiting time specified in the terminal airspace at the arrival airport based on If it is determined that the standby time allocated to the aircraft is exceeded in the standby time excess determination process and the standby time excess determination process, the excess standby time is set as an adjustment time before entering the terminal airspace. Terminal airspace entry restriction process.
[0008]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. The air traffic control controller according to the present invention may be configured as a single device or integrated or incorporated into another air traffic control controller (or air traffic control system), and may include one or more air traffic control controllers. It is composed of a computer, peripheral devices of the computer, and programs executed on the computer. Each component can be distributed via a wired or wireless communication line or a predetermined storage medium.
[0009]
FIG. 1 is a flowchart showing the processing content of an embodiment of the air traffic control controller according to the present invention. The flowchart shown in FIG. 1 shows each processing step for realizing the main functions of the air traffic control controller according to the present invention. Each process shown in FIG. 1 is performed when a flight plan is submitted or when a flight plan is changed or updated before a flight plan of each aircraft is submitted in a predetermined manner and before entering a terminal airspace at an arrival airport. In addition, the process is repeatedly executed at predetermined intervals (for example, at predetermined intervals) as a process for each aircraft. In each process shown in FIG. 1, input information is supplied by being read from a predetermined database or the like, and output information is output to a predetermined database or further output to a predetermined output device. .
[0010]
First, in a terminal entry determination step (S1), using the entry time table created from the flight plan of each aircraft, at the time when the aircraft in flight is scheduled to enter the entrance, the terminal enters the terminal airspace at the arrival airport. A determination is made as to whether or not entry into the area is possible. The flight plan is created for each aircraft, and includes various information such as the scheduled departure time at the departure airport, the scheduled passage time of each sector of the flight route, the estimated arrival time at the arrival airport, and their latest information. It is composed of The entry time table is a table including an identification code of each aircraft and a scheduled entry time of each aircraft into the terminal airspace.
[0011]
The determination whether entry is possible is made at the time the aircraft is scheduled to enter based on the original or updated current flight plan of the aircraft and other aircraft currently in flight. This is performed based on traffic conditions such as the status of other aircraft already entering (or planning to enter) the airspace in the air. That is, for example, at the time when the aircraft enters the terminal airspace, if the number of aircraft waiting in the air in the terminal airspace is already equal to or greater than the predetermined allowable value in the airspace, the aircraft in the standby airspace It is determined that entry is not possible, for example, when there is an object whose standby time is longer than a predetermined allowable value (maximum standby time). If it is determined that entry into the terminal airspace is not possible, the aircraft must wait in another airspace before entering the terminal airspace, which is necessary for entry into the terminal airspace. Is calculated.
[0012]
If it is determined in the terminal entry determination step (S1) that entry is possible, a determination is made in a runway competition determination step (S2) as to whether or not there is a runway usage time conflict during takeoff and landing at the arrival airport. The determination of whether or not there is a runway usage time conflict means that, on a given runway, after the aircraft has entered the terminal airspace, the time to use the runway for landing, the time to take off, To determine if there is a conflict between the time the aircraft uses the runway for takeoff.
[0013]
If it is determined that there is no competition in the runway competition determination step (S2), the aircraft can enter the terminal airspace with the current flight plan (determined as “entering permitted” in step S1). Since it is determined that the use of the runway is also possible, the flight plan for the aircraft does not need to be changed at that time. Therefore, after the information to that effect is output to an output destination such as a predetermined database, the process ends.
[0014]
On the other hand, if it is determined that there is a conflict in the runway competition determination step (S2), a runway use plan is re-created based on the latest flight plan in the runway use plan creation step (S3). Processing for eliminating time conflict is performed. In step S3, processing for calculating the standby time of each aircraft in the terminal airspace is also performed. The runway use plan is information managed using a table including, for example, an identification code of each aircraft, a use time (start and end times) of the runway, and identification information of takeoff and landing. When re-creating the runway usage plan, for example, to eliminate the conflict by delaying the landing time of the landing aircraft or to eliminate the conflict by changing the take-off time of the take-off aircraft, The waiting time of other aircraft may be changed. Therefore, in the runway use plan creation step (S3), the standby time of each aircraft in the terminal airspace is calculated, and information necessary for adjusting the landing time of other aircraft can be created.
[0015]
After the runway use plan is recreated in the runway use plan creation step (S3), the value of the wait time assigned to the aircraft and the terminal airspace of the arrival airport are determined in the wait time excess determination step (S4). Is compared with the maximum standby time specified in (1), and it is determined that the standby time in the terminal airspace is exceeded. If it is determined that there is no excess in the standby time excess determination step (S4), the aircraft can enter the terminal airspace with the current flight plan (determined as “entering permitted” in step S1). And, since it is determined that the use of the runway is also possible according to the use plan of the runway that has been recreated, after the information to that effect is output to an output destination such as a predetermined database, the processing is performed. finish. On the other hand, when it is determined that there is an excess in the waiting time excess determining step (S4), and when it is determined that entry is not possible in the terminal entry determining step (S1) described above, the terminal airspace entry limiting step is performed. In (S5), a process of creating a flight plan change plan for restricting the aircraft from entering the terminal airspace is performed.
[0016]
In the terminal airspace entry restriction step (S5), when the standby time allocated to the aircraft exceeds the maximum standby time (when it is determined that “excess” is determined in step S4), the excess standby time is added to the terminal airspace. If it is determined that the aircraft needs a waiting time before entering the terminal airspace (as determined to be "entry impossible" in step S1), the necessary waiting time is set as the adjustment time before entering the area. The time is set as the adjustment time before entering the terminal airspace, and a process for changing the flight plan for the aircraft and adjusting the entry time is performed so that the adjustment time can be secured in the airspace outside the terminal airspace. . The waiting time outside the terminal airspace for the adjustment time is, for example, distributed and assigned to each passing fix in the flight path of the aircraft. Here, the fix (FIX) refers to a geographical point set using a radio facility or the like to regulate altitude or a flight route.
[0017]
An example of the terminal airspace entry restriction processing procedure in step S5 is shown below. (1) If the maximum standby time specified for the terminal airspace is 20 minutes and the required standby time is 30 minutes, it is necessary to secure an adjustment time of 10 minutes outside the terminal airspace. (2) In this case, for example, assuming that the passing fixes are G, A, B, and C in order from the entrance gate (the entrance to the terminal airspace), 5 minutes in the sector between G and A. 3 minutes in the sector between AB. An adjustment time is assigned such that a 2-minute standby control is performed in the sector between B and C. At this time, the standby time is calculated in consideration of the traffic volume in each sector. (3) The following method can be considered as a standby control method. (1) Air standby, (2) Intra-sector detour (when adjustment time is short), (3) Route detour (when adjustment time is long), (4) Speed control.
[0018]
When the processing of the terminal airspace entry restriction step (S5) is completed as described above, information instructing a change in the flight plan for the aircraft is passed to predetermined processing of the system, and data in a predetermined database is updated. Or after being output to a predetermined output destination, the processing shown in FIG. 1 ends.
[0019]
Next, the processing of each step shown in FIG. 1 will be specifically described with reference to FIGS. FIG. 2 and FIG. 3 are charts for explaining the determination contents of the terminal entry determination step (S1) of FIG. In this example, when there is at least one aircraft whose standby time exceeds the maximum standby time defined in the terminal airspace among the aircrafts that have entered the terminal airspace (FIG. 2), In each case where the number of aircraft in a certain period of time is saturated (FIG. 3), or when a combination thereof occurs, it is determined that entry into the terminal airspace is impossible. In the example illustrated in FIG. 2, if the standby times of the aircraft A and the aircraft B in the terminal airspace are 15 minutes and 25 minutes, respectively, and the specified maximum standby time is 20 minutes, the aircraft C enters the area. Attempting to do so will determine that aircraft C is not allowed to enter due to the presence of aircraft B that has been over-identified. In the example illustrated in FIG. 3, the case where the number of aircrafts or the standby time in the terminal airspace exceeds the prescribed value is a case where the saturation state is set, and the aircraft C enters the airspace aaa where the saturation state is identified. When trying to do so, it is determined that entry is not allowed.
[0020]
FIGS. 4 to 6 are charts for explaining the determination contents of the runway competition determination step (S2) of FIG. 1. An example of a case where it is determined that there is competition in the runway usage time at an airport in the terminal airspace FIG. The determination that there is contention in the runway use time is made, for example, when there is contention in the runway use time of the departure aircraft and the arrival aircraft at the airport in the terminal airspace shown in FIG. 4, between the two landing aircraft shown in FIG. Each case in which there is a conflict in the use time of the runway, or when there is no available space at a spot (a place where an airplane is parked such as a place where passengers get on and off) at the airport in the terminal space area shown in FIG. When a case or combination occurs, it is determined that there is a conflict. In the example shown in FIG. 4, since it is predicted that the aircraft C will land at the takeoff timing of the aircraft A, it is determined that there is a conflict, and for example, control is performed on the aircraft C. In the example shown in FIG. 5, when two aircraft enter at the same time from two different entrance gates in one terminal airspace, it is determined that there is a conflict with both aircraft, and control is applied to both aircraft. Can be In the example shown in FIG. 6, since the use time of the spot 1A is competing, the control is performed on the aircraft C scheduled to land on the spot 1A.
[0021]
When it is determined that there is a conflict in use of the runway as in the examples shown in FIGS. 4 to 6, the runway use plan is recreated as shown in FIGS. 7 to 9. In the example illustrated in FIG. 7, by assigning a standby time (adjustment time) of 10 minutes to the aircraft C, the aircraft C can use the runway from 15:45 to 15:50. In the example shown in FIG. 8, contention can be eliminated by setting the time of the machine C on time and setting the time of the machine D to wait for 10 minutes. In the example shown in FIG. 9, the spot 1A can be used with a delay of 15 minutes.
[0022]
Next, a specific example of the process in the terminal airspace entry restriction step (S5) of FIG. 1 will be described with reference to FIG. FIG. 10 shows a setting example in a case where 10 minutes of the entry adjustment time is assigned to the aircraft 1 at the entry gate of the terminal airspace 100 as the amount exceeding the maximum standby time. In this case, the adjustment times are distributed to the respective passing fixes (F14, F13, F12, F11,...) Starting from the entrance gate (fix F15) of the terminal airspace 100. The in-flight delay can be performed on the aircraft 1 by performing speed control and mid-air standby control. In this example, in the fix F13, the passing time of 12:04 before updating is set to 12:06 after updating, and a waiting time of 2 minutes is set. In the fix F14, the passing time of 12:08 before the update is 12:14 after the update, and a cumulative waiting time of 6 minutes is set. In the fix F15, the passage time 12:12 before the update becomes 12:22 after the update, and a cumulative waiting time of 10 minutes is set.
[0023]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the allocation of the runway use time to takeoff aircraft and landing aircraft is optimized, and more efficient landing approach control can be easily realized as compared with the conventional device. In addition, by determining the excess of the waiting time and controlling the waiting time for the aircraft in flight before entering the terminal airspace, the traffic volume in the terminal airspace can be adjusted more appropriately, and departure control This has the effect that the delay can be reduced.
[Brief description of the drawings]
FIG. 1 is a flowchart showing a process in an embodiment of an air traffic control controller according to the present invention; FIG. 2 is an explanatory diagram for explaining the process of FIG. List of landing aircraft when it is determined that entry is not possible if any of the aircraft has a standby time exceeding the specified time in the terminal airspace.
FIG. 3 is an explanatory diagram for explaining the processing of FIG. 1 (a chart showing a terminal airspace saturation situation when it is determined that entry is impossible when the number of aircraft in the terminal airspace for a certain period of time is saturated);
FIG. 4 is an explanatory diagram for explaining the processing of FIG. 1 (runway use plan in the case of airports in the airspace of the terminal concerned when there is a conflict between the use times of the runway between the departure aircraft and the arrival aircraft);
FIG. 5 is an explanatory diagram for explaining the processing of FIG. 1 (runway use plan in the case of an airport in the terminal airspace where there is contention between runners in runway use time)
FIG. 6 is an explanatory diagram for explaining the processing of FIG. 1 (spot use plan when no spot is available at an airport in the terminal airspace)
FIG. 7 is an explanatory diagram for explaining the process of FIG. 1 (runway use plan);
FIG. 8 is an explanatory diagram for explaining the process of FIG. 1 (runway use plan);
FIG. 9 is an explanatory diagram for explaining the process of FIG. 1 (spot use planned);
FIG. 10 is an explanatory diagram for explaining an example of the terminal airspace entry restriction processing content of step S5 in FIG. 1 (in the case of entry adjustment by passing time adjustment);
[Explanation of symbols]
100: Terminal airspace F11, F12, F13, F14, F15, F16: Fixed

Claims (3)

At a scheduled time for the aircraft in flight based on the flight plan of each aircraft, terminal entry determination means for determining whether entry into the terminal airspace of the arrival airport is possible,
Runway competition determination means for determining competition of runway usage time at takeoff and landing at the arrival airport when it is determined that terminal entry is possible by terminal entry determination means,
A runway use plan creating means for re-creating a runway use plan when the runway competition determination means determines that there is a conflict;
Based on the runway use plan created by the runway use plan creating means, compare the value of the wait time assigned to the aircraft with the maximum wait time specified in the terminal airspace of the arrival airport, and A standby time excess determining means for determining a standby time excess in the airspace,
When the standby time excess determination means determines that the standby time allocated to the aircraft is exceeded, terminal airspace entry restriction means for setting the excess standby time as an adjustment time before entering the terminal airspace. An air traffic control device characterized by the above-mentioned. At a scheduled time for the aircraft in flight based on the flight plan of each aircraft, terminal entry determination means for determining whether entry into the terminal airspace of the arrival airport is possible,
Runway competition determination means for determining competition of runway usage time at takeoff and landing at the arrival airport when it is determined that terminal entry is possible by terminal entry determination means,
When the runway competition determination means determines that there is a runway, the runway is recalculated to calculate the standby time in the terminal airspace, adjust the landing time, and re-create the runway usage plan to eliminate the use time conflict. Usage plan creation means;
A standby time excess determination unit that compares the value of the standby time allocated to the aircraft with the maximum standby time defined in the terminal airspace at the arrival airport, and determines whether the standby time in the terminal airspace is exceeded.
If it is determined by the standby time excess determination means that the standby time allocated to the aircraft is exceeded, the excess standby time is distributed as an adjustment time before entering the terminal airspace to each passing fix, and the adjustment time is distributed. An air traffic control controller, comprising: a terminal airspace entry restriction means to be assigned. A program executed by a computer, the description of which is:
At a scheduled time of the aircraft in flight based on the flight plan of each aircraft, at a scheduled time, a terminal entry determination process of determining whether it is possible to enter the terminal airspace of the arrival airport,
A runway competition determination step of determining a runway usage time competition at takeoff and landing at the arrival airport when it is determined that entry is possible in the terminal entry determination step;
A runway use plan creation process for re-creating a runway use plan when it is determined that there is competition in the runway competition determination process;
Based on the runway use plan created in the runway use plan creation process, compare the value of the wait time assigned to the aircraft with the maximum wait time specified in the terminal airspace at the arrival airport, and A standby time excess determination process for determining the excess of the standby time in the airspace,
A terminal airspace entry restriction step of setting the excess standby time as an adjustment time before entering the terminal airspace when it is determined that the standby time allocated to the aircraft is exceeded in the standby time excess determination process. An air traffic control control program characterized by the following.

Images