JP2006301933A - Traveling guidance support system and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve an operation efficiency and safety of an entire airport by surely recognizing moving bodies such as aircrafts or vehicles to be guided on a moving area in an airport and by surely obtaining their moving states. <P>SOLUTION: The traveling guidance support system is provided with a storage part 1 for dividing the moving area in the airport into a plurality of prescribed zones to store zone information in which positions and ranges of each zone are defined. A determination part 16 is provided for determining identity between a first moving body and a second moving body based on first monitor information including a past position of the first moving body, second monitor information including a current position of the second moving body assumed to be the first moving body, and zone information for a zone configuring a path on which the second moving body moves among the zone information stored in the storage part 1. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a travel guidance support system that performs guidance support for a traveling body including an aircraft or a vehicle traveling on an airport surface, and a travel guidance support that is applied to this system and determines the state of a traveling body that is guiding assistance. Regarding the method.

  Currently, civilian aircraft are guided in flight by air route control using air route surveillance radar, secondary surveillance radar, etc., airport surveillance radar for approach routes near the airport, and precise approach for landing approach. With the installation of radar and instrument landing facilities, it has become possible to fly and land even at very low visibility.

  On the other hand, the guidance of ground movement is performed by the controller checking the aircraft and the traveling vehicle and giving instructions such as permission to travel, route designation, and standby by performing voice communication with them. ing. In addition, before departure, the jet of the departure flight obtains control approval for the flight route, obtains the controller's permission before starting the engine, starts the engine, and then pushes back in a predetermined direction called pushback. A push-back is performed after obtaining permission, and the movement is started after obtaining permission to start moving.

  In the case of poor visibility due to fog at night or even during the day, lights such as taxiway centerline lights for the entire taxiway area in operation by applying the so-called airport guidance support method that controls the lights on the airport surface. Are lit in a lump to indicate the existence of the taxiway, and the taxiway is identified by a sign board or the like.

  As prior art regarding this type of airport guidance support method and airport guidance support device, there are technologies shown in Patent Documents 1 to 5, for example.

Normally, the controller is assigned to each flight or movement section. In addition, one radio frequency is assigned to each, and one aircraft is instructed at a time, and the person in charge of ground movement handles the space between the apron and the runway including the vehicle.
Japanese Patent No. 3017956 Japanese Patent Laid-Open No. 11-79099 JP 11-96500 A JP 2003-85700 A Japanese Patent No. 2857379

  However, there are the following problems in the conventional guidance method for moving an aircraft or vehicle on the airport surface.

  In other words, in the conventional guidance method at the time of movement of an aircraft or vehicle on the airport surface, as described above, the controller communicates with the aircraft or vehicle after visual confirmation, and further considers safety and efficiency. A route has been established.

  However, such a method has a heavy burden such as operation of various guidance devices, and it is not possible to continuously instruct each aircraft to the movable range, thereby improving the operation efficiency of the airport. There was a problem that there was a limit.

  In particular, the number of aircraft that are subject to control during busy periods increases, and the number of visual checks and communications increases.However, the need for prompt instructions increases and the time for consideration for efficient operation is limited. The problem becomes noticeable. On the other hand, the pilot moves more closely, increasing the need to pay attention to obstacles ahead, and increasing the possibility of wrong routes.

  Furthermore, when visibility is poor, such as at night or in fog, it takes time for visual observation, and it may be difficult to even monitor a place far from the control tower. On the other hand, the pilot is more likely to miss the intersection to change direction or to erroneously enter a section that is not the target point. In addition, as in the case of congestion, it becomes more necessary to pay attention to obstacles ahead, and the speed of movement must be reduced, not only the efficiency of the airport decreases, but also the fatigue in handling increases and the safety also decreases. .

  For this reason, based on radar and GPS information, only the lights on the route given to a specific aircraft are turned on, and the stop bar at the intersection is used together to control the movement of the taxiway A device has also been devised.

  However, the method based on position information by radar or GPS has another problem as follows. In other words, if position coordinates by radar or GPS are used, position coordinates in the low-speed range, including stoppage, will fluctuate due to the uncertainty of the reflected wave of the radar and GPS positioning error. It may vary from side to side and indicate backwards. For this reason, when determining the state of a section for use in guidance control, if a moving object exists near the boundary of the section, the determination of the section that hits the front or rear frequently changes, and the guidance control is not stable. is there.

  The radar only knows the image of the aircraft. This radar is called a primary radar (or ASDE device). In addition, there is a secondary radar attached to the primary radar, and the aircraft is identified by a question / response with a transponder on the aircraft.

  However, at present, secondary radar is not used in airports. This is because, in a narrow range, responses from multiple transponders of the aircraft are answered all at once, and the control side cannot determine.

  For this reason, at present, only the primary radar is provided. Recently, a type has been developed that takes over the information of the secondary radar and has added the function of tracking with the identification information of the primary radar, but the tracking accuracy is not sufficient, and the aircraft is replaced and recognized. In some cases, there is a risk that safety may be lost due to erroneous guidance. The present invention has been made in view of such circumstances, and includes a ground movement route that enhances the operation efficiency of the airport even when the airport surface is congested or at low visibility, and a safe movement range on the route. It is an object of the present invention to provide a travel guidance support system capable of promptly transmitting to a pilot and thereby improving operational efficiency and safety of the entire airport and a travel guidance support method applied thereto.

  In order to achieve the above object, the present invention takes the following measures.

  That is, the first invention is applied to a travel guidance support system and a travel guidance support method in an airport that provides travel guidance support for a mobile body when a mobile body including an aircraft or a vehicle travels in a travel region in an airport. Technology. In the present invention, the travel area is divided into a plurality of predetermined sections, and section information defining the position and range of each section is stored. And the 1st monitoring information containing the past position of the 1st moving body, The 2nd monitoring information containing the present position of the 2nd moving body assumed to be the 1st moving body, Of the stored section information, the first moving body and the second moving body are the same based on the section information of the sections constituting the route on which the second moving body travels. It is determined whether or not.

  Further, the second invention is applied to a travel guidance support system and a travel guidance support method in an airport that provides travel guidance support for the mobile body when a mobile body including an aircraft or a vehicle travels in a travel region in the airport. Technology. According to the present invention, the first monitoring information including the past position of the moving body that is guiding assistance, the second monitoring information including the current position of the moving body, and the accuracy of the first and second monitoring information Based on the above, it is determined whether the moving body is currently traveling or stopped.

  Therefore, by taking the above measures, in the first invention, it is determined whether or not the mobile object that has been guided and supported is the same as the mobile object that is assumed to be this mobile object. can do. In the second aspect of the invention, it can be determined whether the moving body that is supporting the guidance is currently traveling or stopped.

  As a result, it is possible to reliably recognize the moving object that is being guided and to grasp the moving state, and the safe moving range on the route even when the airport surface is congested or at low visibility. Thus, it is possible to clearly and surely transmit to the pilot an efficient ground movement route that enhances the operation efficiency of the airport.

  As a result, it is possible to improve the operational efficiency and safety of the entire airport.

  According to the travel guidance support system and the travel guidance support method of the present invention, it is possible to reliably recognize a moving body that is assisting in guidance and to reliably grasp the moving state.

  As a result, even when the airport surface is congested or at low visibility, it is possible to clearly and reliably communicate to the pilot the safe movement range on the route and the efficient ground movement route that enhances the operation efficiency of the airport. As a result, the operational efficiency and safety of the entire airport can be improved.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a functional block diagram showing a configuration example of a travel guidance support system to which a travel guidance support method according to an embodiment of the present invention is applied.

  That is, the travel guidance support system to which the travel guidance support method according to the embodiment of the present invention is applied includes a section shape information storage unit 1, a ground installation route display device 2a, a guidance facility operating state grasping unit 2b, and a movement Body characteristic information storage unit 3, monitoring device 4a, monitoring information input unit 4b, braking distance calculation unit 5, jet jet region calculation unit 6, stay region determination unit 7, representative shape generation unit 8, and occupation Area shape generation unit 9, route information storage unit 10, section state determination unit 11, travelable range determination unit 12, lighting / extinguishing control unit 13, route formulation unit 14, and controller / input / output unit 15 The position information determination unit 16 is provided.

  The section shape information storage unit 1 relates to a runway, a taxiway, a vehicular travel path, and an apron or a spot, which is a parking area of an aircraft, which are areas necessary for the control of a moving body such as an aircraft or a vehicle on the airport surface. Position information, shape information, size information, and section shape information about sections obtained by dividing them into a plurality of sections are stored in advance. The stored information is provided to the partition state determination unit 11 and the position information determination unit 16.

  As shown in the simplified airport layout diagram of FIG. 2 (a), the section shape information includes a number of sections K so that moving areas such as the runway 21, the apron 22, and the taxiway connecting them can be divided by dotted lines in the figure. The section shape information is used. Further, as shown in FIG. 2B, the traveling area is divided into a plurality of small areas 25 surrounded by a one-dot chain line in the figure, and a specific section K is associated with the small area 25. This association takes into account the error of the position information of the moving body, the length of the jet jet region, the braking range, etc., for example, each section in which hatching in the figure is applied to the small region 25 in FIG. Correspond as K. Note that a part G surrounded by a solid line in FIGS. 2A and 2B indicates a region where no aircraft or vehicle travels, such as a green zone.

  The ground-installed route display devices 2a indicate the operation state of lights such as a taxiway center line light, stop line light, and guidance light provided in the guidance area where the aircraft is guided on the airport surface, and the taxiway guideway state. It grasps and outputs information concerning the grasped operation state and the taxiway state to the guidance facility operation state grasping unit 2b. Specifically, the information regarding the taxiway condition is, as shown in the simplified layout diagram of the airport in FIG. 2A, the disconnection information of the lamp 23 on the taxiway connecting the runway 21 and the apron 22, and the guidance. There is construction information related to construction 24 being performed on the street.

  The guidance facility operating state grasping unit 2b outputs information on the operating state and the guiding path state output from the ground installation route display devices 2a to the section state determining unit 11.

  The moving body characteristic information storage unit 3 stores in advance moving body characteristic information of moving bodies including all aircrafts and vehicles traveling on runways and taxiways on the airport surface. More specifically, the characteristics of the moving object include characteristics related to movement such as acceleration / deceleration performance, maximum speed, turning radius of all aircrafts and vehicles traveling on airport runways, taxiways, and vehicle movement paths, as well as aircraft dimensions. This corresponds to the basic data for calculating the length of the jet jet region. Then, the stored moving body characteristic information is sent to the braking distance calculation unit 5, jet jet region calculation unit 6, representative shape generation unit 8, travelable range determination unit 12, route formulation unit 14, and position information determination unit 16. provide.

  The monitoring device 4a measures the position and speed of all the moving bodies moving in the travel area such as the runway and the taxiway on the airport surface, acquires the position information and the speed information, and the position information and the speed information are About the acquired moving body, the identification information previously given to each moving body is acquired, and the acquired positional information, speed information, and identification information are output to the monitoring information input part 4b. The measurement of the moving body in the monitoring device 4a is performed using, for example, a radar called an airport surface search apparatus or by communication of GPS information from the moving body. And the position of all the aircraft and vehicles which run on the runway and taxiway of an airport is measured with this airport surface exploration apparatus. In addition, when this airport surface exploration device is used, it is impossible to detect with the shadow of a building, so a sensor that detects only one point, such as a passage sensor, is used for detection of this part. The sensor uses the reflection of the electric wave by the laser, the reflection of the laser, the sound wave and the magnetism.

  The monitoring information input unit 4b includes a monitoring information storage unit 4c made of a storage medium such as a hard disk, and attaches a time stamp to the position information, speed information, and identification information of the moving object output from the monitoring device 4a. And stored in the monitoring information storage unit 4c. As described above, the position information, the speed information, and the identification information that are respectively stored with a time stamp are output to the position information determination unit 16 in response to a request from the position information determination unit 16. .

  Note that the monitoring device 4a and the monitoring information input unit 4b as described above may be realized by one device in which the respective functions are integrated.

  The position information determination unit 16 includes the moving body characteristic information stored in the moving body characteristic information storage unit 3, the travelable range information (described later) output from the travelable range determination unit 12, and the monitoring information input unit 4b. The operation is performed as shown in the flowchart of FIG. 3 based on the past position information that has been output. The validity of the position information of the moving object and whether the moving object is stopped or traveling (moving state) ) Is determined. When the position information of the moving body is appropriate, the position information, the identification information, and the movement state information are used for the braking distance calculation unit 5, the jet jet region calculation unit 6, the stay region determination unit 7, the representative shape generation unit 8, the traveling The data is output to the possible range determination unit 12 and the route formulation unit 14.

  Further, the position information determination unit 16 includes a movement information storage unit 16a made of a storage medium such as a hard disk, and includes a braking distance calculation unit 5, a jet jet region calculation unit 6, a stay region determination unit 7, and a representative shape generation unit 8. The position information, the identification information, and the movement state information output to the travelable range determination unit 12 and the route formulation unit 14 are stored in the movement information storage unit 16a.

  As shown in FIG. 4, the position information is determined by the position 98 in the new position information subsequent to the past position information 97, the section 92 of the travelable range in the sections 91 to 95 constituting the moving path of the moving body, If it is within the sections 92 and 93 of the travelable range as shown in FIG. 4 (a), it is determined that it is position information of the moving body, as shown in FIG. 4 (b). Thus, if it is outside the sections 92 and 93 of the travelable range, it is determined that there is a possibility that the moving body has been replaced, and is added to the replacement candidate. If it is within the section of the travelable range, it is further determined whether or not it is within the error range 99 for the position 97 in the past position information. If it is outside the error range as shown in FIG. 4C, the process proceeds to the next moving object as moving, and if it is within the error range, the position 97 in the past position information as shown in FIG. 4D. Is within a certain range 100, it is determined that the vehicle is stopped.

  If there is a replacement candidate after processing for all the moving objects, information regarding the combinations that are located within each other's driving range is exchanged as if a replacement has occurred, and the caution information is entered into the controller. Output to the output unit 15. If it is determined that there is no replacement, it is determined that the target has been lost or the vehicle has deviated from the travel route, and an alarm is output to the controller / input / output unit 15.

  The braking distance calculation unit 5 acquires the position information from the position information determination unit 16 and the moving object characteristic information from the moving object characteristic information storage unit 3 for the moving object whose position information is output from the position information determination unit 16. Then, based on the position information and the moving body characteristic information, a braking distance 31 as shown in FIG. 5A is calculated. For a moving body having a high speed, the braking distance as shown in FIG. 5B. As shown in FIG. 5C, the braking distance 31 is calculated to be short for a moving body having a long 31 and a slow speed. Then, the calculation result is output to the occupied area shape generation unit 9 and the lighting on / off control unit 13. This braking distance may include a safety margin 33.

  The jet jet region calculation unit 6 operates as shown in the flowchart of FIG. 6, and stores the position information and the moving body characteristic information storage unit 3 for the aircraft whose position information is output from the position information determination unit 16. The jet jet region 32 as shown in FIG. 5 (a) is calculated based on the moving body characteristic information, and the jet jet region 32 is long as shown in FIG. As shown in FIG. 5C, the jet jet region 32 is short for the moving body being decelerated, and the jet jet region, which is the influence region of the jet jet, is calculated. Then, the calculation result is output to the occupied area shape generation unit 9. This jet jet region may include a safety margin 34.

  The ranges such as the braking distance 31, the jet jet region 32, the safety margin 33, and the safety margin 34 change according to the moving speed of the moving body, as shown in FIGS. 5 (a) to 5 (c). The safety margin 33 and the safety margin 34 can be estimated to be small as shown in FIG. 5C when the overall speed is low during congestion due to airport conditions.

  The stay area determination unit 7 determines a small area where the moving body stays from the position of the moving body grasped from the position information from the position information determination unit 16, and for example, the small area 25 in FIG. The stay area information as the determination result is output to the section shape information storage unit 1.

  The representative shape generation unit 8 uses the position information and the moving object characteristic information stored in the moving object characteristic information storage unit 3 for the moving object whose position information and identification information are output from the position information determination unit 16. Thus, mobile body representative shape information, which is information on the mobile body representative shape, is generated and output to the partition state determination unit 11. For example, in the example of FIG. 5D, the representative shape 36 of the aircraft 35 which is a moving body is generated as a rectangle larger than the actual aircraft in consideration of the positional information error when the system is constructed.

  The occupied area shape generation unit 9 generates the shape of the portion to be determined as occupied in front of the moving body from the braking distance calculated by the braking distance calculation unit 5, and the jet injection area calculated by the jet jet region calculation unit 6 A shape of a portion to be determined as occupied behind the moving body is generated from the basin. Then, the occupancy area shape information as the generation result is output to the partition state determination unit 11. In the example of FIG. 5D, the occupied range shape 37 in front of the aircraft 35 and the occupied range shape 38 in the rear are generated as rectangles having the same width as the representative shape of the moving object. This occupation range may include a safety margin as described above.

  The route information storage unit 10 receives input of route instruction information, which is information related to a route traveled by the mobile body on the airport surface, from the controller / input / output unit 15 and stores the received route instruction information. Then, the stored route instruction information is provided to the partition shape information storage unit 1, the partition state determination unit 11, and the travelable range determination unit 12.

  The partition state determination unit 11 includes the partition shape information stored in the partition shape information storage unit 1 and the operation output from the guidance facility operation state grasping unit 2b for each partition associated with the small area where the moving object stays. The information on the state and the taxiway state, the moving body representative shape information from the representative shape generating unit 8 at the position of the moving body, and the occupied area shape information from the occupied area shape generating unit 9 are compared. judge. Then, the section state information that is the determination result is output to the travelable range determination unit 12.

  The determination of the partition state is specifically performed as follows. That is, the section state determination unit 11 first determines a section that can be used for the entire moving body based on the information on the operation state output from the guidance facility operation state grasping unit 2b. Each operating state information includes an applicability flag. By referring to the applicability flag, for example, as shown in FIG. The state of the section 26 and the closed section 27 due to construction is made immovable. Next, with respect to the target moving body 60 (# 1 to # 3), the mobile body representative shape information by the representative shape generation unit 8, the occupied region shape information by the occupied region shape generation unit 9, and the partition shape information are stored. The section shape associated with the small area where each moving object stays from the unit 1 is compared. For example, as shown in FIG. 10A, for the aircraft 35 that is the target mobile object, the representative shape 36 obtained from the mobile object representative shape information, and the occupied area shape information by the occupied area shape generation unit 9 The section shape associated with the small area where the aircraft 35 stays is compared. In this case, the aircraft 35 stays in the small area 103. When the section shape associated with the small area 103 is set to the sections 111 to 117 as shown in FIG. 10B, for example, the representative shape 36 and the occupied area shape information of the aircraft 35, the sections 111 to 117, The presence or absence of overlap is determined. And if the division shape of the division matched with the said small area where the said mobile body stays, and a mobile body representative shape or an occupation area shape overlap, it will determine with the state of the division being occupied. FIG. 10C shows that the sections 113 and 114 associated with the small area 103 where the aircraft 35 stays overlap with the representative shape 36 of the aircraft 35, so that the states of the sections 113 and 114 are occupied. An example of determination is shown. The net shown in FIG. 7B includes representative shapes 61a, 61b, 61c of the moving body 60 (# 1 to # 3), front occupied areas 62a, 62b, 62c, rear occupied areas 63a, 63b, 63c, and the like. The hanging section is determined as an exclusive occupation state, and the other sections are determined to be movable. In this way, as shown in FIG. 7B, the exclusive occupied section by the moving body 60 (# 1 to # 3) is determined.

  Moreover, the state determination of the section regarding each moving body operates according to a flow as shown in FIG. 8, determines in which of the small areas obtained by dividing the traveling area at the airport, and stays. The state is determined for the section associated with the determined small area. Further, when the moving path of the moving body continues outside the small area determined to stay, the state of the section on the path outside the area is also determined. Then, the section state information that is the determination result is output to the travelable range determination unit 12.

  The travelable range determination unit 12 operates based on the flow shown in FIG. 9 for a movable section that is continuous from the section where the user stays in front of the path of each moving body, and the section on the front path is empty. If it is, it is determined that the vehicle is movable, and the travelable range information that is the determination result is output to the position information determination unit 16 and the lighting on / off control unit 13.

  The on / off control unit 13 generates an on / off command based on the travelable range information output from the travelable range determination unit 12. Then, this turn-on / off command is output to the ground-installed route display devices 2a, and the lighting range on each route of the moving body and the turn-on / off of the guide light in the turn-off range can be moved as illustrated in FIG. 7C. Control is performed by turning on the section of the range and turning off the exclusive occupation section behind. Further, the travelable range determined by the travelable range determination unit 12 is within a predetermined distance with respect to the braking distance calculated by the braking distance calculation unit 5, and the end of the lighting lighting range stops the moving body. If it is a point, the pilot may be warned by changing the illumination intensity or blinking pattern in the illumination lighting range.

  Although not shown in FIG. 1, the route formulation unit 14, spot information obtained from a spot assignment management system that performs assignment management of each aircraft at a spot where the aircraft stops to get on and off the aircraft, or Departure time information obtained from the flight planning system for planning flight plans, destination points of movement such as hangars and maintenance areas input from the controller / input / output unit 15, route search theory according to route formulation conditions such as route formulation timing, etc. The travel route plan is obtained by using this and output to the controller / input / output unit 15. In addition, for the travel route plan found, the predicted travel time to the destination point on the route is calculated based on the travel time zone of each section on the route plan in the travel plan, and the travel distance and the number of direction changes The route plan is evaluated along with the information.

  The controller / input / output unit 15 receives the input of the route instruction information from the controller, outputs the input route instruction information to the route information storage unit 10, and stores it therein. In addition, the route formulation unit 14 is provided with information necessary for route formulation, such as a destination point and a movement start time.

  Next, the operation of the travel guidance support system to which the travel guidance support method according to the embodiment of the present invention configured as described above is applied will be described.

  The section shape information storage unit 1 includes position information, shape information, and dimensions related to a runway, a taxiway, a vehicle moving path, and a spot that is a parking area of an aircraft, which are routes necessary for aircraft control on the airport surface. The section shape information consisting of information is stored in advance. In addition, route instruction information is sent from the route information storage unit 10, and the sent route instruction information is also stored. The stored partition shape information is provided to the partition state determination unit 11 and the position information determination unit 16.

  Further, in the ground-installed route display devices 2a, the operation state of lights such as taxiway center line lights, stop line lights, and guide guidance lights provided in the guidance section where the aircraft is guided on the airport surface, and the taxiway guideway The state is grasped. And the information regarding the grasped operation state and taxiway state is output to the guidance facility operation state grasping unit 2b. And the information regarding the operation state and the taxiway state output from the ground installation route display devices 2a is output to the section state determination unit 11 by the guidance facility operation state grasping unit 2b.

  On the other hand, the moving object characteristic information storage unit 3 stores in advance moving object characteristic information of moving objects including all aircraft and vehicles traveling on runways and taxiways on the airport surface. Then, the stored moving body characteristic information is sent to the braking distance calculation unit 5, the jet jet region calculation unit 6, the representative shape generation unit 8, the travelable range determination unit 12, the route formulation unit 14, and the position information determination unit 16. Provided.

  In the monitoring device 4a, the positions and speeds of all the moving bodies moving on the runway and the taxiway on the airport surface are measured, and the position information and the speed information are acquired, and the position information and the speed information are acquired. For each moving body, identification information given in advance to each moving body is acquired. Then, the acquired position information, speed information, and identification information are output to the monitoring information input unit 4b, and are each stored with a time stamp.

  Then, the position information, speed information, and identification information stored together with the time stamp in the monitoring information input unit 4b in this way are output to the position information determination unit 16.

  As shown in the flowchart of FIG. 3, the position information determination unit 16 targets the aircraft whose position information is output from the monitoring information input unit 4b (S41), and acquires position information about the target aircraft (S42). In addition, the moving body characteristic information stored in the moving body characteristic information storage unit 3 for the target aircraft is acquired (S43). Further, the route instruction information is acquired from the route information storage unit 10, and the travelable range information is acquired from the travelable range determination unit 12 (S44).

  Then, the possibility of replacement of the tracking information is determined based on the position information acquired in step S42, the moving body characteristic information acquired in step S43, and the travelable range information acquired in step S44. . And when it determines with not being located on a driving | running route (S45: NO), it is set as a replacement candidate as a possibility that replacement | exchange occurs in tracking (S46). On the other hand, when it is determined that it is located on the travel route (S45: YES), it is further compared with the past position (S47), and based on the result, it is determined whether or not the current position is within the error range. If it is within the error range (S48: YES), it is further determined whether or not this moving body is stopped depending on whether or not it is within the stop determination range (S49). When the vehicle is stopped (S49: YES), the traveling state of the moving body is set as stopped (S50).

  After performing the processing from step S41 to S50 for all the mobile bodies targeted in step S41 (S51: Yes), if there is a replacement candidate (S52: Yes), the other party's travelable range is determined. It is checked whether or not there is a combination located in the section (S53). If there is a combination (S54: YES), the position information of the combination is exchanged, and the anti-controller controller input / output unit 15 has caution information for replacement. It is output (S55). When there is no combination (S54: NO), it outputs to the controller / input / output unit 15 as a deviation / missing alarm (S56). In addition, the movement information is output to the braking distance calculation unit 5, the jet jet region calculation unit 6, the stay region determination unit 7, the representative shape generation unit 8, the travelable range determination unit 12, and the route formulation unit 14.

  In the braking distance calculation unit 5, based on the position information and the moving object characteristic information stored in the moving object characteristic information storage unit 3 for the moving object whose position information is output from the position information determination unit 16, FIG. A braking distance 31 as shown in (a) is calculated. Then, the calculated braking distance is output to the occupied area shape generation unit 9.

  As shown in the flowchart of FIG. 6, the jet jet region calculation unit 6 targets the aircraft whose position information is output from the position information determination unit 16 (S 1), and acquires position information about the target aircraft ( S2) Further, the moving body characteristic information stored in the moving body characteristic information storage unit 3 with respect to the target aircraft is acquired (S3). Then, the jet jet region is calculated based on the position information acquired in step S2 and the moving body characteristic information acquired in step S3 (S4). When jet jet regions are calculated for all aircraft targeted in step S1 (S5: Yes), the calculation result is output to the occupied region shape generation unit 9 (S6). On the other hand, if there is an aircraft for which the jet jet region has not been calculated among the aircrafts targeted in step S1 (S5: No), the process proceeds to step S2, and the jet jet region calculation process for the next aircraft Is done.

  The route information storage unit 10 is input with route instruction information, which is information about a route traveled by the moving body on the airport surface, from the controller / input / output unit 15. The input route instruction information is stored in the route information storage unit 10 and also provided to the section state determination unit 11, the travelable range determination unit 12, and the position information determination unit 16.

  The partition state determination unit 11 determines the occupation range for each moving object as shown in the flowchart of FIG. Then, the determined occupation range is output to the travelable range determination unit 12.

  That is, when the section state determination unit 11 determines the occupation range of each moving object, first, information on the operation state and the taxiway state output from the guidance facility operation state grasping unit 2b is acquired (S11). Next, the partition shape information stored in the partition shape information storage unit 1 is acquired, and the available partition is determined based on the acquired partition shape information and the information acquired in step S11. (S12). Next, a target mobile object is set (S13).

  Then, the moving body representative shape information at the staying position is acquired from the representative shape generating unit 8 and the front and rear occupied area shape information is acquired from the occupied area shape generating unit 9 with respect to the moving object targeted in step S13 ( S14).

  Next, as shown in FIG. 7A, the braking distance 62 until the other moving body 60 (# 2) determined by the braking distance calculation unit 5 stops, or the jet jet region calculation unit 6 determines. Occupied area shape information such as the jet jet region 63 of the other aircraft 60 (# 3) is acquired from the occupied area shape generation unit 9, and each moving body stays together with the moving body representative shape information by the representative shape generation unit 8. The overlap with the small area section to be checked is checked, and an exclusive occupied section is determined (S17).

  And when an occupation section is determined about all the mobile bodies made into object by step S13 (S16: Yes), a process is complete | finished. On the other hand, when there is a moving body whose occupation section is not determined among the moving bodies targeted in step S13 (S16: No), the process proceeds to step S14 and the process for the next moving body is performed. .

  Further, in the travelable range determination unit 12, among the sections determined to be in the passable state determined by the partition state determination unit 11 on the moving path of the mobile body, the traveling distance from the mobile body is set to a fixed distance or speed or movement state. A section in which the moving body up to a section including a point ahead in accordance with the corresponding distance has the highest priority is determined and assigned as a travelable range of the moving body.

  The result determined by the travelable range determination unit 12 in this manner is output to the lighting / extinguishing control unit 13, and the lighting / extinguishing control unit 13 turns on / off a command based on the result output from the travelable range determining unit 12. Is output to the ground installation route display device 2a. As a result, lighting on / off control of the lighting range in the path of each moving body and the guide light in the lighting range is performed.

  As shown in the flowchart of FIG. 9, the travelable range determination unit 12 determines that the vehicle can move if a section on the route ahead is vacant, and the travelable range information that is the determination result is the position information determination unit 16 and It is output to the lighting / extinguishing control unit 13.

  That is, first, an aircraft that determines the movable range in the forward route is set as a target (S21). Next, regarding the target travel route, position information regarding the aircraft set as a determination target is acquired from the position information determination unit 16, route instruction information is acquired from the route information storage unit 10, and partition state information is acquired from the partition state determination unit 11. (S22) Based on these pieces of information, a forward section is set (S23). In this setting, the determination order of whether or not movement is possible is performed with the section immediately in front of the moving body as the determination target section.

  Next, it is determined whether or not the mobile body can travel (S24). Whether or not the vehicle can travel is determined from the operating state information and the partition state information of the guidance equipment in the section, the influence of traveling of other moving bodies, that is, the jet jet, the construction schedule, and the like.

  If it is determined that traveling is possible (S24: Yes), the section is assigned to the moving body (S25), and it is checked whether the processing is completed for all sections ahead of the route (S26). And when not complete | finished (S26: No), the process after step S23 is repeated by making the area determined next into object. On the other hand, when the processing is completed (S26: Yes), it is checked whether or not the processing has been performed for all the objects for which the movable range in the forward route is determined (S27). If there is an unprocessed target (S27: No), the process returns to step S21, and the target is reset (S21). On the other hand, when there is no unprocessed target, that is, when processing for all targets is performed (S27: Yes), the processing ends.

  On the other hand, if it is determined in step S24 that there is a section that cannot be traveled (S24: No), the process proceeds to step S27 and the determination on the movable range of the mobile body is stopped. It is checked whether or not the processing has been performed for all the objects for which the movable range in the route is determined (S27).

  Although the description has been given here on an aircraft as a moving object, as already described, the moving object includes not only an aircraft but also a vehicle traveling in an airport, and therefore, as shown in the flowchart of FIG. The determination process by the travelable range determination unit 12 can also be performed for a vehicle traveling in an airport.

  As described above, in the travel guidance support system to which the travel guidance support method according to the embodiment of the present invention is applied, the route to be moved and the movable range at night or when visibility is poor due to the above-described action. Can be presented to the pilot, and the airport can be operated efficiently with high-density traffic flow.

  In addition, there is no misunderstanding of the route, and controllers and pilots can focus their attention on safety assurance work, improving safety.

  Furthermore, in order to illuminate only the part of the route that is necessary for movement at that time, even when the route is changed far away by a runway breaker, or when priority assignment to other mobile objects such as emergency vehicles is changed No significant change in lighting conditions on the route. As a result, flexible route changes and priority assignment changes can be made while avoiding confusion for the pilot, so that it is possible to improve the operation efficiency of the airport and respond quickly to abnormal situations.

  The best mode for carrying out the present invention has been described above with reference to the accompanying drawings, but the present invention is not limited to such a configuration. Within the scope of the invented technical idea of the scope of claims, a person skilled in the art can conceive of various changes and modifications. The technical scope of the present invention is also applicable to these changes and modifications. It is understood that it belongs to.

The functional block diagram which shows the structural example of the driving guidance assistance system to which the driving guidance assistance method which concerns on embodiment of this invention is applied. The airport simple layout figure which shows division shape information. The flowchart which shows operation | movement of a positional information determination part. The conceptual diagram for demonstrating the determination method of the positional information made by the positional information determination part. Conceptual diagram for explaining braking distance, jet jet region, safety margin, and lighting on / off range The flowchart which shows operation | movement of a jet jet region calculation part. The conceptual diagram for demonstrating the determination method of a serviceable area and an occupation area. The flowchart which shows operation | movement of a division state determination part. The flowchart which shows operation | movement of the driving | running | working possible range determination part. The figure for demonstrating the determination of the presence or absence of the occupation of the division which a division state determination part performs.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Section shape information storage part, 2a ... Ground installation route display equipment, 2b ... Guidance equipment operation state grasping part, 3 ... Moving body characteristic information storage part, 4a ... Monitoring apparatus, 4b ... Monitoring information input part, 4c ... Monitoring Information storage unit, 5 ... braking distance calculation unit, 6 ... jet jet region calculation unit, 7 ... stay region determination unit, 8 ... representative shape generation unit, 9 ... occupied region shape generation unit, 10 ... route information storage unit, 11 ... Section state determination unit, 12... Travelable range determination unit, 13. Light on / off control unit, 14. Route planning unit, 15. Control controller input / output unit, 16 ... position information determination unit, 16 a ... movement information storage unit, 21 ... runway, 22 ... apron, 23 ... light, 24 ... construction, 25 ... small area, 26,27 ... closed section, 31 ... braking distance, 32 ... jet jet area, 33,34 ... safety margin, 35 ... aircraft, 36 ... representative shape, 37,38 ... occupied range shape, 6 ... moving body, 61a, 61b ... representative shape, 62 ... braking distance, 63 ... jet jet region, 63a ... occupied region, 91,92,93 ... partition, 97,98 ... position, 99 ... error range, 100 ... range, 101-104 ... small area, 111-117 ... division

Claims (4)

In a travel guidance support system in an airport that performs travel guidance support of the mobile body when a mobile body including an aircraft or a vehicle travels in a travel region in the airport,
Storage means for dividing the travel area into a plurality of predetermined sections and storing section information defining the position and range of each section;
First monitoring information including a past position of a first moving body; second monitoring information including a current position of a second moving body assumed to be the first moving body; and Based on the section information stored in the storage means and the section information of the sections constituting the route on which the second moving body travels, the first moving body, the second moving body, A travel guidance support system comprising: first determination means for determining whether or not the two are the same. In a travel guidance support system in an airport that performs travel guidance support of the mobile body when a mobile body including an aircraft or a vehicle travels in a travel region in the airport,
Based on the first monitoring information including the past position of the moving body that is supporting the guidance, the second monitoring information including the current position of the moving body, and the accuracy of the first and second monitoring information. A travel guidance support system comprising second determination means for determining whether the moving body is currently traveling or stopped. A travel guidance support method applied to a travel guidance support system in an airport that performs travel guidance support of the mobile when a mobile body including an aircraft or a vehicle travels in a travel region in an airport,
The travel area is divided into a plurality of predetermined sections, and section information defining the position and range of each section is stored in advance in a database,
First monitoring information including a past position of the first moving body, and second monitoring information including a current position of the second moving body assumed to be the first moving body, respectively. Obtained from monitoring means,
Based on the first and second monitoring information and the section information of the sections constituting the route on which the second mobile body travels among the section information stored in the database, the first A driving guidance support method for determining whether or not the second moving body is the same as the second moving body. A travel guidance support method applied to a travel guidance support system in an airport that performs travel guidance support of the mobile when a mobile body including an aircraft or a vehicle travels in a travel region in an airport,
First monitoring information including the past position of the moving body that is supporting the guidance and second monitoring information including the current position of the moving body are respectively acquired from the monitoring unit,
Based on the first and second monitoring information and the accuracy of the first and second monitoring information, it is determined whether the moving body is currently traveling or stopped. Support method.

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