JP2011180692A - Aerial route data information processing system, control instruction recommendation method and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an aerial route data information processing system, a control instruction recommendation method and a program for specifically indicating which aircraft should be placed under authority, and with which timing this should be done, and what type of control should be performed for this, in order to secure an interval necessary for placing the control of the aircraft under authority. <P>SOLUTION: An arrival sequence calculation processing part 151 of an aerial route radar information processing system 1 calculates the relative distance between aircrafts. Then, a control instruction recommendation information generation processing unit 152 calculates the amount of delay necessary for each aircraft on the basis of the relative distance, and generates control instruction recommendation information to recommend a control instruction corresponding to the amounts of delay calculated. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an air route data information processing system, a control instruction recommendation method, and a program.

In order to reduce the burden on the controller who controls the aircraft, an apparatus that presents information useful for the control, such as the flight order of the aircraft, has been proposed.
For example, Patent Document 1 discloses a terminal control console that calculates an estimated passage time for each aircraft and displays the estimated passage time and passage order for each aircraft that passes through a designated place such as a final approach fix. Yes.
Also, in Patent Document 2, the controller's intention to determine the landing order of each aircraft to be controlled and the approach route to the runway, calculate the required flight time, and determine whether the approach route flight is possible based on these times A decision support system is shown.
Further, in Patent Document 3, for an aircraft whose control has not yet been transferred to the airspace around the airport, the adjacent sector is searched based on the flight plan of the aircraft, the current flight state of the aircraft is acquired, and the airspace around the airport is acquired. A terminal control information processing apparatus that predicts the air traffic flow density and transmits a transfer time adjustment request message such as deceleration and turn waiting is shown.

Japanese Patent No. 3013985 JP 2006-53723 A Japanese Patent No. 3257595

When transferring control of an aircraft to another controller, it is necessary for the aircraft to have a certain interval.
However, there is no specific indication of which aircraft should be transferred at what timing and what control should be performed for that purpose in order to secure the necessary interval when transferring the control of the aircraft. It was left to the judgment of the controller.
For example, Patent Document 1 shows the scheduled time and order of passage through which the aircraft passes the final approach fix and the like, but does not indicate whether the final approach fix scheduled time or the like needs to be changed or the specific change contents. Further, in Patent Document 2, although whether or not an approach route flight of each aircraft is possible is shown, a response when it is determined that the current approach route flight is impossible is not shown. Further, in Patent Document 3, although means for delaying aircraft transfer such as deceleration and turn waiting is shown, it does not indicate how much aircraft transfer is delayed.
The timing of transferring an aircraft has a cascading effect on the subsequent aircraft, as delaying the timing of transferring one aircraft also requires delaying the timing of transferring other subsequent aircraft. For this reason, when the number of aircraft to be controlled increases, it becomes a burden on the controller to determine the timing for transferring the aircraft and to determine the control method for ensuring the timing.

  The present invention has been made in consideration of such circumstances, and the purpose thereof is to determine which aircraft should be transferred at which timing in order to secure a necessary interval when transferring the control of the aircraft. Therefore, an object of the present invention is to provide an air route data information processing system, a control instruction recommendation method, and a program that can specifically indicate what control should be performed.

  The present invention has been made to solve the above-described problems. An air route data information processing system according to one aspect of the present invention includes a flight plan information acquisition unit that acquires flight plan information of an aircraft, and a current status of the aircraft. An aircraft position grasping unit that obtains position information; a trajectory information calculation unit that calculates trajectory information indicating a flight predicted route and time of the aircraft based on flight plan information of the aircraft and current position information of the aircraft; An information output unit that outputs information related to the flight status of the aircraft to the control console, and for the aircraft scheduled to pass a predetermined point based on the trajectory information Calculate the time until arrival at a specific point, and based on the calculated time until arrival at the specific point. And a group determining unit that determines a group to which the aircraft belongs, and for aircraft included in the same group, the order of passing through the specific point is determined, and based on a scheduled passage time of the specific point, A relative distance calculation unit that calculates a relative distance between aircrafts included in the same group, and based on the relative distance, the aircraft reaches the specific point in order to secure a predetermined minimum transfer interval. A required delay amount calculation unit for calculating a required delay amount indicating a delay amount to be delayed, and a control instruction to the aircraft for adjusting a scheduled passage time of the specific point based on the calculated required delay amount A control instruction recommendation information generation processing unit for generating control instruction recommendation information, wherein the information output unit outputs the control instruction recommendation information to the control console. To.

  An air route data information processing system according to an aspect of the present invention is the air route data information processing system described above, wherein the control instruction recommended information generation processing unit is configured to generate the specific point based on the required delay amount. A control instruction recommendation information candidate generating unit for generating a control instruction recommendation information candidate indicating a candidate for a control instruction to an aircraft for adjusting a scheduled passage time of the aircraft, and trajectory information when following the control instruction recommendation information candidate Whether the recommended control information candidate matches the predetermined condition including the recommended trajectory information calculation unit for calculating the recommended trajectory information and that the control of the aircraft is transferred while ensuring a predetermined minimum transfer interval. A conformity determining unit that determines whether or not based on the recommended trajectory information, and the control instruction recommended information candidate generating unit includes the conformity determining unit If the control instruction recommendation information candidate is determined to be non-conforming, another control instruction recommendation information candidate is generated, and the information output unit recommends the control instruction recommendation information candidate determined to be compatible by the conformity determination unit to the control instruction recommendation It outputs to the said control console as information, It is characterized by the above-mentioned.

  An air route data information processing system according to an aspect of the present invention is the air route data information processing system described above, wherein the control instruction recommendation information generation processing unit directs instructions to direct a point where the aircraft should go straight. Or a direction instruction recommendation indicating a traveling azimuth angle of an aircraft or a speed instruction recommendation indicating an aircraft speed is generated as the control instruction recommendation information.

  The control instruction recommendation method according to an aspect of the present invention includes a flight plan information acquisition unit that acquires flight plan information of an aircraft, an aircraft position determination unit that acquires current position information of the aircraft, and a flight plan of the aircraft A trajectory information calculation unit that calculates trajectory information indicating a flight predicted route and time of the aircraft based on the information and the current position information of the aircraft; an information output unit that outputs information on the flight status of the aircraft to the control console; A control instruction recommendation method for an airway data information processing system comprising: a time until arrival at the specific point based on the trajectory information for the aircraft scheduled to pass a predetermined specific point And the group to which the aircraft belongs is determined based on the calculated time until the arrival at the specific point. A step of determining a loop, and for aircraft included in the same group, the order of passing through the specific point is determined, and between aircraft included in the same group based on a scheduled passage time of the specific point A relative distance calculating step for calculating a relative distance, and a necessary delay indicating a delay amount to delay the arrival of the aircraft at the specific point in order to secure a predetermined minimum transfer interval based on the relative distance A required delay amount calculating step for calculating an amount, and a control instruction for generating control instruction recommended information indicating a control instruction to the aircraft for adjusting a scheduled passage time of the specific point based on the calculated required delay amount A recommended information generation processing step, and a control instruction recommended information output step for outputting the control instruction recommended information to the control console. .

  According to another aspect of the present invention, a program that receives an input of trajectory information indicating a predicted flight path and time of an aircraft, the aircraft that is scheduled to pass a predetermined point based on the trajectory information. A group determination step of calculating a time until arrival at a specific point and determining a group to which the aircraft belongs based on the calculated time until arrival at the specific point; and for aircraft included in the same group A relative distance calculating step of determining a rank of passing through the specific point, and calculating a relative distance between aircrafts included in the same group based on a scheduled passage time of the specific point; and the relative distance To the specific point of the aircraft to ensure a predetermined minimum transfer interval A required delay amount calculating step for calculating a required delay amount indicating a delay amount to be delayed, and a control instruction to the aircraft for adjusting a scheduled passage time of the specific point based on the calculated required delay amount The control instruction recommended information generation processing step for generating the control instruction recommended information indicating the control instruction, and the control instruction recommended information output step for outputting the control instruction recommended information.

  According to the present invention, in order to secure an interval necessary for transferring the control of the aircraft, it is specifically shown which aircraft should be transferred at which timing, and what control should be performed for that purpose. Can do.

It is a lineblock diagram showing a schematic structure of an airway radar information processing system in one embodiment of the present invention. In the same embodiment, it is a figure which shows the example of the area | region made into the control object by the air-path radar information processing system 1. FIG. In the same embodiment, it is a figure which shows the example in which a some aircraft exists in the jurisdiction area R3. In the embodiment, it is a figure which shows the example of the space | interval of the aircraft after moving in an airport area. In the embodiment, it is a data block diagram which shows the data structure of the setting information which the adaptation memory | storage part 153 memorize | stores. In the same embodiment, it is a data block diagram which shows the data structure of the arrival order information which the arrival order information storage part 154 memorize | stores. In the same embodiment, it is a data block diagram which shows the data structure of the trajectory information which the trajectory information storage part 14 memorize | stores. In the embodiment, it is a data block diagram which shows the data structure of the control instruction recommendation information which the control instruction recommendation information storage part 155 memorize | stores. In the embodiment, it is a data block diagram which shows the data structure of the recommended trajectory information which the recommended trajectory information storage part 156 memorize | stores. In the same embodiment, it is a figure which shows the timing which the group determination part 511 ranks and groups an aircraft. In the embodiment, it is a figure which shows the timing which the group determination part 511 determines the order and group of an aircraft. In the same embodiment, it is a figure which shows the example of the relative distance which the relative distance calculation part 512 calculates. In the same embodiment, it is a figure which shows the example of the required delay amount which the required delay amount calculation part 521 calculates. It is a figure which shows the example of a display of required delay amount in the same embodiment. It is a figure which shows the example of the display switching pattern of required delay amount in the same embodiment. It is a figure which shows the example of a display of speed instruction | indication recommendation information in the same embodiment. It is a figure which shows the example of a display of direct instruction | indication recommendation information in the same embodiment. It is a figure which shows the example of a display of course instruction recommendation information in the same embodiment. It is a figure which shows the example of a display of the recommended path | route in the same embodiment. 5 is a flowchart showing a processing procedure for the airway radar information processing system 1 to generate and display recommended control instruction information in the embodiment. In the embodiment, the group determination unit 511 is a flowchart showing a processing procedure for extracting a processing target aircraft and assigning a group and a common point passage order. In the embodiment, a necessary delay amount calculation unit 521 is a flowchart showing a processing procedure for calculating a necessary delay amount. 5 is a flowchart illustrating a processing procedure in which a control instruction recommendation information generation processing unit 152 generates control instruction recommendation information in the embodiment. 5 is a flowchart illustrating a processing procedure in which a control instruction recommendation information generation processing unit 152 generates control instruction recommendation information in the embodiment. It is a figure which shows the example of determination of whether the transfer interval is being secured in the embodiment. 5 is a flowchart illustrating a processing procedure performed by a control instruction recommendation information generation processing unit 152 when the control instruction recommendation pattern is a direct instruction recommendation in the embodiment. 5 is a flowchart illustrating a processing procedure performed by a control instruction recommendation information generation processing unit 152 when a control instruction recommendation pattern is a radar guidance instruction recommendation in the embodiment. It is a figure which shows the example of determination of the conditions of "(3) A recommended route is in a radar guidance area" in the same embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram showing a schematic configuration of an airway radar information processing system according to an embodiment of the present invention.
In the figure, an air-path radar information processing system (RDP) 1 includes a flight plan information acquisition unit 11, an aircraft position determination unit 12, a trajectory information calculation unit 13, and a trajectory information storage unit. 14, a control instruction recommendation device 15, a display processing unit (information output unit) 16, and a control console management information storage unit 17. In the present embodiment, the control instruction recommendation device 15 is included in the airway radar information processing system 1, but the control instruction recommendation device 15 is configured as a separate device from the airway radar information processing system 1, The radar information processing system 1 may be operated in conjunction with it.

The control instruction recommendation device 15 includes an arrival order calculation processing unit 151, a control instruction recommendation information generation processing unit 152, an adaptation storage unit 153, an arrival order information storage unit 154, and a control instruction recommendation information storage unit 155. And a recommended trajectory information storage unit 156. The arrival rank calculation processing unit 151 includes a group determination unit 511 and a relative distance calculation unit 512. The control instruction recommended information generation processing unit 152 includes a required delay amount calculation unit 521, a control instruction recommended information candidate generation unit 522, a recommended trajectory information calculation unit 523, and a conformity determination unit 524.
The air-road radar information processing system 1 is connected to a flight plan data processing system (FDP) 2 and control consoles 3-1 to 3-3. The flight plan information processing system 2 includes a flight plan information storage unit 21. In addition, the control console 3-1 includes a display unit 31-1 and an instruction unit 32-1. The control console 3-2 includes a display unit 31-2 and an instruction unit 32-2. The control console 3-3 includes a display unit 31-3 and an instruction unit 32-3. Note that the number of control consoles connected to the airway radar information processing system 1 is not limited to three as shown in FIG.

The flight plan information processing system 2 centrally manages flight plan information (flight plan) such as flight path, time information, and flight altitude of the aircraft. The flight plan information storage unit 21 stores flight plan information.
The control consoles 3-1 to 3-3 display information related to the flight status of the aircraft and accept input operations such as display switching. The display units 31-1 to 31-3 have display screens and display information related to the flight status of the aircraft, which is output from the airway radar information processing system 1. The instruction units 32-1 to 32-3 include input means such as a keyboard and a mouse, and accept input operations such as control instructions to an aircraft or the like and switching of display information.

The airway radar information processing system 1 acquires flight plan information from the flight plan information processing system 2 and also acquires current position information of the aircraft from radar facilities (not shown) in various places, and based on these information, the aircraft Is generated and output to the control consoles 3-1 to 3-3.
The flight plan information acquisition unit 11 is connected to the flight plan information processing system 2 and acquires flight plan information stored in the flight plan information storage unit 21. The aircraft position grasping unit 12 acquires current position information of the aircraft from radar facilities (not shown) in various places. The trajectory information calculation unit 13 calculates trajectory information indicating the predicted flight route and time of the aircraft based on the flight plan information and the current position information of the aircraft. The trajectory information storage unit 14 stores trajectory information calculated by the trajectory information calculation unit 13.

The control instruction recommendation device 15 generates control instruction recommendation information based on the trajectory information. Here, the “control instruction recommended information” is information indicating a control instruction recommended for the controller in order to secure an interval required between the aircraft when the control of the aircraft is transferred to another controller.
Based on the trajectory information, the arrival order calculation processing unit 151 calculates the order in which the controlled aircraft arrives (passes) at the common point and the relative distance between the aircraft when the common point passes. Here, the “common point” is a position set in advance on the air route, and an aircraft flying on a certain air route needs to pass the common point set on the air route. The common point includes a transfer control type and a passage control type, and each aircraft is transferred to another controller by the controller taking a predetermined transfer procedure near the common point.
The group determination unit 511 reads the common point passage time of the control target aircraft from the trajectory information, and performs ranking and grouping of the control target aircraft based on the read common point passage time.
The relative distance calculation unit 512 reads the common point passage time of each aircraft in the same group and the speed at the time of passing the common point from the trajectory information stored in the trajectory information storage unit 14, and the order in which each aircraft passes the common point. And the relative distance between the aircraft when passing through the common point.

The control instruction recommendation information generation processing unit 152 generates control instruction recommendation information based on the relative distance calculated by the relative distance calculation unit 512.
The required delay amount calculation unit 521 calculates the required delay amount of each aircraft in the group based on the relative distance between the aircraft when passing through the common point. Here, the “required delay amount” indicates the amount by which the aircraft should be delayed in order to secure a predetermined minimum transfer interval as a necessary interval between aircrafts when transferring control of the aircraft. Information.
The control instruction recommended information candidate generation unit 522 generates a control instruction recommended information candidate indicating a control instruction candidate recommended to the controller for securing a minimum transfer interval for each aircraft in the group. Details of the process in which the control instruction recommended information candidate generation unit 522 generates the control instruction recommended information candidate will be described later.

The recommended trajectory information calculation unit 523 generates recommended trajectory information that is trajectory information when the aircraft flies according to the control instruction recommended information candidate.
The suitability determination unit 524 determines whether or not the control instruction recommended information candidate meets a predetermined condition based on the recommended trajectory information. Details of the determination performed by the conformity determination unit 524 will be described later.
The control console management information storage unit 17 stores information indicating the jurisdiction area to which each of the control consoles 3-1 to 3-3 corresponds.
The display processing unit 16 generates information on the flight status of the aircraft, and displays the generated information on the flight status of the aircraft for each aircraft according to the jurisdiction area to which each of the control consoles 3-1 to 3-3 corresponds. Output to the control console.

Next, an area to be controlled by the airway radar information processing system 1 will be described.
FIG. 2 is a diagram illustrating an example of a region to be controlled by the airway radar information processing system 1. In the same figure, the area to be controlled by the airborne radar information processing system 1 is divided into the jurisdiction area R1 of the controller A, the jurisdiction area R2 of the controller B, and the jurisdiction area R3 of the controller C. Yes. Further, the area to be controlled by the airway radar information processing system 1 is adjacent to the airport area which is the jurisdiction area of the airport controller in the jurisdiction area R3 of the controller C. Lines in the jurisdiction areas R1 to R3 indicate routes set in the flight plan of the aircraft. Each aircraft is set to pass the common point CP when moving from the jurisdiction area R3 to the airport area in the flight plan.
Controller A performs control in jurisdiction area R1 using control table 3-1, Controller B performs control in jurisdiction area R2 using control table 3-2, and controller C performs control table 3. -3 is used to control in the jurisdiction area R3. In addition, the division | segmentation number which divides | segments the area | region made into the control object by the air-path radar information processing system 1 into the jurisdiction area of each controller is not restricted to 3 division shown in the figure.

Next, using FIG. 3 and FIG. 4, a description will be given of an interval between aircrafts necessary for transferring the control of the aircraft from the jurisdiction area R3 to the airport area.
FIG. 3 is a diagram illustrating an example in which a plurality of aircraft exist in the jurisdiction area R3. In the figure, a part of the jurisdiction area R3 and a part of the airport area are shown, and the positions of the three aircrafts AP1 to AP3 are shown in the jurisdiction area R3.
Moreover, FIG. 4 is a figure which shows the example of the space | interval of the aircraft after moving in an airport area. In the figure, the aircraft AP1 and the aircraft AP2 are separated by a distance DS11, and the aircraft AP2 and the aircraft AP3 are separated by a distance DS12.

In order to prevent traffic congestion in the transfer destination area, the distances DS11 and DS12 ensure the minimum transfer interval determined by the operational agreement, and the control of each aircraft is controlled from the controller in the jurisdiction area R3 to the airport area. It needs to be transferred to the controller.
On the other hand, in the jurisdiction area R3, when an aircraft flies from a plurality of routes and flies at the same route and speed, the minimum transfer interval may not be ensured. In this case, the controller C having jurisdiction over the jurisdiction area R3 needs to control the aircraft so that the minimum transfer interval can be secured, for example, by delaying the timing at which the aircraft to be transferred later passes the common point CP. For example, in the example of FIG. 3, when there is a possibility that the interval between the aircraft AP1 and the aircraft AP2 may be less than the minimum transfer interval, the controller C changes (bypasses) the flight path of the aircraft AP2, or Control the flight speed, etc. to ensure the minimum transfer interval.

Next, using FIGS. 5 to 9, the adaptation storage unit 153, the arrival order information storage unit 154, the trajectory information storage unit 14, the control instruction recommended information storage unit 155, and the recommended trajectory information storage unit 156 The data stored in each will be described.
FIG. 5 is a data configuration diagram showing a data configuration of setting information (hereinafter also referred to as “adaptation”) stored in the adaptation storage unit 153. As shown in the figure, the setting information includes information regarding common points and information regarding transfer and recommendation display. The information regarding the common point includes, for each common point, a common point symbol, a common point pattern name, a common point name, a target fix name, common point type information, and common point additional information. Further, the information related to the transfer and the recommended instruction includes an order display start timing, a minimum transfer interval, and an inter-group transfer interval.
Here, the “fix” is a position set in advance on the airway. Unlike common points, aircraft do not necessarily have to pass a fix. That is, the controller can control the aircraft to bypass or shortcut without going through some fixes.

The common point symbol is a symbol for identifying the common point when the common point is displayed on the control consoles 3-1 to 3-3. For example, as will be described later, a common point symbol is used to indicate which common point is related to the order in which the aircraft passes the common point.
The common point pattern name is the name of the common point.
The common point name is a fixed name for calculating the arrival order.
The purpose fix name is the name of the fix that passes or arrives after passing through the common point.
Common point type information is information indicating whether or not it is a reference common point for transferring control of the aircraft, and “transfer control” indicating the common point used when transferring the control of the aircraft, or other common points Any value of “pass control” indicating

The common point additional information is detailed information regarding the common point.
The rank display start timing information is information indicating the timing of displaying on the control consoles 3-1 to 3-3 the order of passing through the common point of the reference for transferring the control of the aircraft. It is indicated by the estimated arrival time at the common point for transferring the control.
The order determination timing information is information indicating the timing for determining the order of passing the common point for transferring the control of the aircraft for each aircraft in the group, and the control of the aircraft of the first aircraft in the group is transferred. This is indicated by the estimated arrival time at the common point.
The minimum transfer interval information is information indicating a minimum transfer interval that is predetermined as an interval between aircrafts that is necessary when transferring control of an aircraft.
The inter-group transfer interval information is information indicating a transfer interval to be secured between groups.

FIG. 6 is a data configuration diagram showing a data configuration of arrival order information stored in the arrival order information storage unit 154. The arrival order information is information indicating a common point as a guide for transferring the control of the aircraft, and a predicted value of the order in which each aircraft passes for each common point and each group. As shown in the figure, the arrival order information includes common point number information, group number information, and order information.
The common point number information is a number for identifying a common point to be ranked. The group number information is a number for identifying a group to be ranked. A serial number is assigned to each common point in order from the group closest to the common point.
The rank information is information indicating the rank at which each aircraft included in the same group passes through a common point as a guide for transferring the control of the aircraft, and is indicated by the identification information of the aircraft in order from the aircraft that passes first.

FIG. 7 is a data configuration diagram illustrating a data configuration of trajectory information stored in the trajectory information storage unit 14. The trajectory information is flight trajectory prediction information obtained by correcting the flight plan based on the current position information of the aircraft. The trajectory information storage unit 14 stores trajectory information for each aircraft.
As shown in the figure, the trajectory information includes identification information of each fix that the aircraft passes, predicted passing time information of each fix, and information on altitude and speed that passes each fix.

FIG. 8 is a data configuration diagram showing a data configuration of control instruction recommendation information stored in the control instruction recommendation information storage unit 155. The control instruction recommendation information is information indicating a control instruction to each aircraft recommended by the airway radar information processing system 1 to the controller in order to secure the minimum transfer interval.
As shown in the figure, the control instruction recommendation information includes aircraft identification information, instruction type information, instruction content information, and departure time information.
The aircraft identification information is information for identifying the aircraft to be instructed to control.
The instruction type information is information indicating the type of control instruction to be performed on the aircraft, and “direct instruction recommendation” that indicates the point where the aircraft should go straight or “heading instruction recommendation” that indicates the traveling azimuth of the aircraft ”Or“ speed instruction recommended ”indicating the speed of the aircraft.

The direct instruction recommendation indicates that the direct instruction indicating the fix to be performed by the aircraft is recommended. This direct instruction is a control instruction for advancing the common point arrival time by performing a shortcut without passing through the fix on the way of the aircraft. In the case of direct instruction recommendation, the instruction content information includes fix identification information that the aircraft should go straight to.
The course instruction recommendation indicates that a course instruction for instructing the aircraft to change the course is recommended. This course instruction is a control instruction for delaying the common point arrival time by changing the course of the aircraft and making a detour. In the case of a heading instruction recommendation, the instruction content information includes azimuth angle information indicating the direction in which the aircraft should head and return point information indicating a point at which detouring should be terminated.
The speed instruction recommendation indicates that a speed instruction for instructing the aircraft to change the speed is recommended. The speed instruction includes a deceleration instruction that is a control instruction for delaying the common point arrival time by slowing down the flight speed, and a control instruction for advancing the common point arrival time by increasing the flight speed of the aircraft. There is a speed increase instruction. In the case of speed instruction recommendation, the instruction content information includes information indicating the flight speed of the aircraft or the amount of change in the flight speed.
The departure time information is information indicating the time at which the flight according to the control instruction should be started.

FIG. 9 is a data configuration diagram illustrating a data configuration of recommended trajectory information stored in the recommended trajectory information storage unit 156. The recommended trajectory information is flight trajectory prediction information when the aircraft flies according to the control instruction recommendation information, and is obtained by changing the trajectory information stored in the trajectory information storage unit 14 based on the control instruction recommendation information.
As shown in the figure, the recommended trajectory information, like the trajectory information stored in the trajectory information storage unit 14, is identification information of each fix, predicted passing time information of each fix, and altitude and speed of passing each fix. Information.

Next, the timing of aircraft ranking and grouping will be described with reference to FIGS. 10 and 11. The group determination unit 511 sequentially includes aircraft whose predicted arrival time at the common point CP is equal to or lower than a predetermined rank display start timing, and sequentially includes the common point CP of any aircraft in the group. When the estimated arrival time at is less than or equal to a predetermined order determination timing, the group is determined by determining the group.
FIG. 10 is a diagram illustrating the timing when the group determination unit 511 performs ranking and grouping of aircraft. The group determination unit 511 assigns an arrival prediction rank to the common point CP and groups the aircraft whose predicted arrival time to the common point CP is equal to or lower than a predetermined rank display start timing T11. The rank display start timing T11 is stored in the adaptation storage unit 153 as rank display start timing information. In the example of FIG. 5, the rank display start timing T11 is set to 1200 seconds. The predicted arrival time at the common point CP is calculated by reading the predicted arrival time at the common point CP from the trajectory information and taking the difference from the current time.

In FIG. 10, the aircrafts AP21 to AP24 are controlled aircrafts, and the aircraft having a shorter estimated arrival time at the common point CP is shown on the right side. In addition, the estimated arrival time of aircraft AP21 and AP22 at common point CP is equal to or lower than rank display start timing T11. When the predicted arrival time of the aircraft AP21 at the common point CP is equal to or lower than the rank display start timing T11, ranking and grouping for the aircraft AP21 are performed. In the example of the figure, number 1 is assigned to the aircraft AP21 and is assigned to the group GP11. Similarly, No. 2 is assigned to the aircraft AP22 and is assigned to the group GP11. Moreover, in the example of the figure, the aircrafts AP21 and AP22 of the group GP11 both have a predicted arrival time at the common point CP longer than the predetermined order determination timing T12. Thus, while there is no aircraft in the group whose estimated arrival time at the common point CP is lower than the rank determination timing T12, the aircraft whose predicted arrival time at the common point CP is equal to or lower than the rank display start timing T11 is Assigned to the group and ranked within the group. In addition, while there are no aircraft in the group whose estimated arrival time at the common point CP is lower than the rank determination timing T12, the rank is updated according to the estimated arrival time at the common point CP of each aircraft in the group.
In the example of FIG. 10, the estimated arrival time of the aircraft AP23 and AP24 at the common point CP is longer than the rank display start timing T11. For this reason, ranking and grouping have not yet been performed for these aircraft AP23 and AP24.

FIG. 11 is a diagram illustrating the timing at which the group determination unit 511 determines the rank of the aircraft and the group. The group determination unit 511 determines the group and the rank within the group when the estimated arrival time at the common point CP of the first machine in the group is equal to or less than a predetermined rank determination timing T12. Note that the rank determination timing T12 is stored in the adaptation storage unit 153 as rank determination timing information. In the example of FIG. 5, the order determination timing T12 is set to 900 seconds.
In FIG. 11, the aircrafts AP21 to AP26 are controlled aircrafts, and the aircraft having a shorter estimated arrival time at the common point CP is shown on the right side. Moreover, the arrival time to the common point CP of the aircrafts AP21 to AP24 is equal to or lower than the rank display start timing T11, and the numbers 2, 1, 3, and 4 are assigned in the same group GP11, respectively. . In the figure, since it is less than the estimated arrival time at the common point CP of the first aircraft AP22 of the group GP11, the aircraft belonging to the group GP11 is determined to be AP21 to AP24. When the predicted arrival time of the aircraft AP25 or aircraft AP26 at the common point CP is equal to or lower than the rank display start timing T11, a new group is generated separately from the group GP11, and the grouping is performed in the same manner as described with reference to FIG. And ranking is done.

In addition, since the arrival time of the first aircraft AP22 of the group GP11 to the common point CP is less than the estimated arrival time, the ranks of the aircraft AP21 to AP24 are determined to be No. 2, No. 1, No. 3, and No. 4, respectively. Is not automatically updated.
The group determination performed by the group determination unit 511 is not limited to the above. For example, if there is an aircraft in the determined group whose distance between the immediately preceding aircraft and the transfer distance is a predetermined distance or more, the aircraft after the aircraft is removed from this group and included in a new group. The grouping and ranking described with reference to FIG. 11 may be performed. Alternatively, when the order is changed by the controller, the order of the group including the aircraft and the order of the aircraft may be fixed, and thereafter the order may not be automatically updated.

Next, calculation of the relative distance and the required delay amount will be described with reference to FIGS. 12 and 13.
FIG. 12 is a diagram illustrating an example of the relative distance calculated by the relative distance calculation unit 512.
In the figure, aircrafts AP31 to AP35 constitute the same group, and the rankings are determined to Nos. 1 to 5, respectively. The relative distance calculation unit 512 calculates the predicted value of the straight line distance between the position of the aircraft of the relative distance calculation target and the common point CP at the time when the immediately preceding preceding aircraft arrives at the common point CP, and the relative distance from the immediately preceding preceding aircraft. Calculate as
In the example of FIG. 12, the predicted value of the straight line distance between the position of the second AP 32 and the common point CP at the time when the first AP 31 arrives at the common point CP is 5 nautical miles (NM). The value is the relative distance DS32 of the second machine AP32. Further, the predicted value of the straight line distance between the position of the third machine AP33 and the common point CP at the time when the second machine AP32 arrives at the common point CP is 7 nautical miles, and this value is the relative distance DS33 of the third machine AP33. It becomes. Similarly, the relative distance DS34 of the aircraft AP34 is 20 nautical miles, and the relative distance DS35 of the aircraft AP35 is 4 nautical miles.

Next, the required delay amount calculated by the required delay amount calculation unit 521 will be described with reference to FIG.
FIG. 13 is a diagram illustrating an example of the required delay amount calculated by the required delay amount calculation unit 521.
Similar to FIG. 12, in FIG. 13, the aircrafts AP31 to AP35 constitute the same group, and the ranks are determined as Nos. 1 to 5, respectively. Further, the relative distances DS32 to DS35 of the second machine AP32 to the fifth machine AP35 with the preceding machine are 5 nautical miles, 7 nautical miles, 20 nautical miles, and 4 nautical miles, respectively. The minimum transfer interval is 10 nautical miles. As described with reference to FIG. 5, the minimum transfer interval is an interval between aircrafts required to transfer the aircraft control to the airport area controller, and is stored as the minimum transfer interval information in the adaptation storage unit 153. .
First, when the difference between the minimum transfer interval and the relative distance of each aircraft is calculated, it is as shown in FIG. The relative distance DS32 of the second machine AP32 is 5 nautical miles, and the difference obtained by subtracting this 5 nautical miles from the minimum transfer interval of 10 nautical miles is 5 nautical miles. Similarly, when the differences are calculated for the aircrafts AP33 to AP35, they are 3 nautical miles, −10 nautical miles, and 6 nautical miles, respectively. This difference indicates the amount of delay necessary to secure the minimum transfer interval with the preceding aircraft. −10 nautical miles of the aircraft AP 34 indicates that the margin for the minimum transfer interval of the relative distance to the preceding aircraft is 10 nautical miles.

  Here, if the aircraft is delayed in order to secure the minimum transfer interval, the distance from the subsequent aircraft is reduced, and the amount of delay required for the subsequent aircraft may be increased. For example, in FIG. 13, when the second AP32 is delayed by 5 nautical miles to secure the minimum transfer interval with the first AP31, the relative distance between the second AP32 and the third AP33 is narrowed by 5 nautical miles. It becomes 2 nautical miles. Therefore, as shown in the figure (b), the total delay amount required for the third machine AP33 was calculated for the difference 3 nautical miles calculated for the third machine AP33 in the figure (a) and the second machine AP32. The difference is 5 nautical miles plus 5 nautical miles. That is, in order to secure the minimum transfer interval for No. 2 and further to ensure the minimum transfer interval for No. 3, it is necessary to delay No. 3 by 8 nautical miles.

Next, as shown in the figure (c), add -10 nautical miles of the difference calculated in the figure (a) for the fourth machine AP34 and 8 nautical miles of the delay amount required for the third machine AP33. The total amount of delay required for the fourth machine AP34 is -2 nautical miles. That is, when the second machine AP32 and the third machine AP33 secure the minimum transfer interval, the margin of the relative distance between the fourth machine AP34 and the preceding machine with respect to the minimum transfer interval is 2 nautical miles.
In the case of the fifth machine AP35, as shown in FIG. 5C, the preceding machine AP34 has a negative total delay amount for securing the minimum transfer interval, and does not need to be delayed. As described above, when the total delay amount required for the preceding aircraft is 0 or less, the total delay amount necessary for the preceding aircraft is not added, assuming that the front delay is not considered in the required delay amount calculation stage. Therefore, as shown in FIG. 6D, in the case of the fifth machine AP35, 6 nautical miles calculated in FIG.
Furthermore, as shown in FIG. 5E, for each aircraft, when the required total delay amount is 0 or more, a direction indicating that it is necessary to shift backward (ie, delay) relatively. When the identification “B” (Backward) is attached and the required total delay amount is less than 0, the direction identification “F” (Forward) indicating that it can be shifted forward (ie, left-justified). ) To indicate the required delay amount.

The necessary delay amount may be displayed on the display units 31-1 to 31-3 of the control consoles 3-1 to 3-3.
FIG. 14 is a diagram illustrating a display example of the required delay amount. In the figure, a triangular symbol indicating the current position of the aircraft is displayed on a tag reader with aircraft identification information (flight number) “JAL1242”, altitude information “280A”, aircraft type and destination airport information “G40 JTT”. ”And the necessary delay amount information“ B10.1 ”.
In the example shown in the figure, as the display of the required delay amount, the direction identification indicating the distinction between the delay and the front end and the delay amount up to the first decimal place are displayed. As the direction identification, either “B” indicating backward (that delay is necessary) or “F” indicating forward (being able to be left-justified) is displayed. The delay amount (spacing distance) is displayed in nautical miles.

  The display of the necessary delay amount is not limited to that shown in FIG. For example, only the integer part of the delay amount may be displayed. By displaying only the integer part, it is possible to simplify the display and make it easier to see. Alternatively, an upper triangle indicating that the required delay amount is increasing or a lower triangle indicating that the required delay amount is decreasing may be further displayed. By displaying the increase / decrease in the required delay amount, it is possible to grasp whether or not the control is properly performed. Furthermore, these displays may be switched by an operation from the instruction units 32-1 to 32-3 of the consoles 3-1 to 3-3.

The display or non-display of the required delay amount may be switchable.
FIG. 15 is a diagram illustrating an example of a display switching pattern for the required delay amount.
“FWD DIST” indicates the display of the required delay amount with the direction identification “F”, and “BWD DIST” indicates the display of the required delay amount with the direction identification “B”. “ON” indicates display, and “OFF” indicates no display.
For example, if “FWD DIST” is “OFF” and “BWD DIST” is “ON”, the required delay amount of the aircraft that needs to be delayed is displayed, but the required delay amount of the aircraft that can be left-justified is displayed. Indicates not to display.
For example, the display can be switched according to the way of the control instruction or the preference of the controller, for example, when “FWD DIST” is set to “OFF” when the padding is not performed.

  Next, the types of control instruction recommendation information and the display method will be described with reference to FIGS. The control instructions recommended by the airway radar information processing system 1 include a speed instruction for instructing an aircraft flight speed adjustment (acceleration or deceleration), and a direct instruction for performing a front-end adjustment by directing the aircraft to a specified fix. There is a radar guidance instruction (routing instruction) for giving a course instruction by radar guidance to an aircraft to detour the aircraft and delaying the common point arrival prediction time. The control instruction recommendation information generation processing unit 152 generates the control instruction recommendation information. And the display process part 16 produces | generates the information for display of control instruction recommendation information, and displays it on the display parts 31-1 to 31-3 of the control consoles 3-1 to 3-3.

FIG. 16 is a diagram illustrating a display example of speed instruction recommendation information (control instruction recommendation information when a speed instruction is recommended). In the example of FIG. 5 (a), a triangle symbol indicating the current position of the aircraft, a tag reader, aircraft identification information, altitude information, aircraft type and destination airport information, and speed instruction recommendation information, Information indicating the recommended increase / decrease amount of the flight speed is associated. As information indicating the recommended increase / decrease amount of the flight speed, “FF” indicating an increase (preparation) of 10 knots (kt; knot, nautical miles / hour) or more, or “F” indicating an increase of less than 10 knots. , Or “B” indicating deceleration (delay) of less than 10 knots, or “BB” indicating deceleration of 10 knots or more.
The display method of the speed instruction recommendation information is not limited to that shown in FIG. For example, as shown in FIG. 5B, a recommended flight speed may be further displayed. Furthermore, these displays may be switched by an operation from the instruction units 32-1 to 32-3 of the consoles 3-1 to 3-3.

FIG. 17 is a diagram illustrating a display example of direct instruction recommendation information (control instruction recommendation information when a direct instruction is recommended). In the example of FIG. 5 (a), the triangular symbol indicating the current position of the aircraft, the tag reader, the aircraft identification information, the altitude information, the aircraft model and the destination airport information, as the direct instruction recommended information, Information indicating the fix name of the direct destination is associated.
Note that the method for displaying the direct instruction recommendation information is not limited to that shown in FIG. For example, as shown in FIG. 5B, the traveling direction of the aircraft when going straight to the displayed fix may be displayed. Furthermore, these displays may be switched by an operation from the instruction units 32-1 to 32-3 of the consoles 3-1 to 3-3.
Alternatively, as shown in FIG. 6C, the traveling direction of the aircraft may be displayed in a menu so that the controller can select the traveling direction instructed.

FIG. 18 is a diagram illustrating a display example of course instruction recommendation information (control instruction recommendation information when a course instruction is recommended. Also referred to as radar guidance instruction recommendation information). In the example of FIG. 5A, a triangular symbol indicating the current position of the aircraft, a tag reader, aircraft identification information, altitude information, aircraft model and destination airport information, as direction instruction recommended information, Information indicating the traveling direction instructed to the aircraft by radar guidance is associated.
Note that the method for displaying the direct instruction recommendation information is not limited to that shown in FIG. For example, as shown in FIG. 5B, the current traveling direction of the aircraft may be further displayed. Furthermore, these displays may be switched by an operation from the instruction units 32-1 to 32-3 of the consoles 3-1 to 3-3.
Alternatively, as shown in FIG. 6C, the traveling direction of the aircraft may be displayed in a menu so that the controller can select the traveling direction instructed.

Furthermore, the route recommended by the course instruction recommendation may be displayed on the control consoles 3-1 to 3-3.
FIG. 19 is a diagram illustrating a display example of recommended routes. For example, the recommended course is a white broken line, and is displayed for a predetermined period from the start of the course instruction recommended information display. Thus, by displaying the recommended route, the controller can specifically grasp the flight route when the course instruction is given.

Next, the operation of the airway radar information processing system 1 will be described.
FIG. 20 is a flowchart showing a processing procedure in which the airway radar information processing system 1 generates and displays recommended control instruction information. The airway radar information processing system 1 performs the processing shown in FIG. 1 for each common point of reference for transferring control of the aircraft.
In step S1, the group determination unit 511 extracts aircraft to be processed based on trajectory information and assigns groups and common point passage ranks.

FIG. 21 is a flowchart illustrating a processing procedure in which the group determination unit 511 extracts a processing target aircraft and assigns a group and common point passage order.
In step S21, the group determination unit 511 extracts, based on the trajectory information, an aircraft that passes through the common point CP that is a reference for transferring the control of the aircraft, and an aircraft that has not yet been assigned the common point CP passing order. In step S <b> 22, the group determination unit 511 determines whether or not there is an aircraft having a common point arrival prediction time (time predicted to arrive at the common point CP) equal to or lower than the rank display start timing for the extracted aircraft ( Step S22). If it is determined that there is an aircraft that is below the rank display start timing (step S22: YES), the process proceeds to step S23. If it is determined that there is no aircraft (step S22: NO), the process proceeds to step S24.

In step S <b> 23, the group determination unit 511 includes the aircraft determined to be below the rank display start timing in step S <b> 22 in the group to be processed.
In step S24, the group determination unit 511 calculates each aircraft rank within the group to be processed. As a result, a rank is assigned to the aircraft newly included in the group. Further, the rank can be changed by calculating the rank for the aircraft to which the rank has already been assigned. The group determination unit 511 writes the calculated rank in the arrival rank information storage unit 154.
In step S25, the group determination unit 511 determines whether or not the first device is in the order determination timing. If it is determined that it is in the rank determination timing (step S25: YES), the process in the figure is terminated, and the process proceeds to a process for determining the group and rank (step S2 in FIG. 21). On the other hand, if it is determined that it is not in the order determination timing (step S25: NO), the process returns to step S21.

Returning to FIG. 20, in step S <b> 2, the group determination unit 511 determines the group to be processed and the rank of each aircraft in the group to the group and rank assigned last in step S <b> 1.
In step S3, the relative distance calculation unit 512 calculates the relative distance between the second and subsequent aircraft in the group when the preceding aircraft arrives at the common point CP. Furthermore, the relative distance calculation unit 512 obtains a difference between the calculated relative distance and the minimum transfer interval that is an interval between aircraft necessary for transferring the control, so that a lack amount with respect to the minimum transfer interval (hereinafter, FIG. Similarly to the description of FIG. 13, “delay amount” is calculated.
In step S4, the necessary delay amount calculation unit 521 calculates the necessary delay amount described in FIG. 13 by accumulating the delay amounts.

FIG. 22 is a flowchart illustrating a processing procedure in which the required delay amount calculation unit 521 calculates the required delay amount.
In steps S41 to S47, the required delay amount calculation unit 521 calculates the total delay amount of each aircraft after the second aircraft. First, in step S41, the required delay amount calculation unit 521 sets the delay amount of the second machine as the total delay amount of the second machine. In step S42, the required delay amount calculation unit 521 sets the value of the variable i to 3. The value of this variable i indicates the aircraft whose total delay is being calculated. In step S43, the required delay amount calculation unit 521 determines whether there is an aircraft for which the total delay amount is not calculated by determining whether the value of the variable i is equal to or less than the number of aircraft in the group. If it is determined that the number is less than or equal to the number of aircraft in the group (step S43: YES), the process proceeds to step S44. If it is determined that the number is greater than the number of aircraft in the group (step S43: NO), the process proceeds to step S48.

In step S44, the required delay amount calculation unit 521 determines whether or not the total delay amount of the (i-1) th machine is 0 or more. If it is determined that the value is 0 or more (step S44: YES), the process proceeds to step S45. If it is determined that the value is less than 0 (step S44: NO), the process proceeds to step S46.
In step S45, since the total delay amount of the (i-1) th machine that is the preceding machine is 0 or more, the delay required for the ith machine when the (i-1) th machine is delayed by the total delay amount. The amount needs to be calculated. Therefore, in step S45, the required delay amount calculation unit 521 adds the delay amount of the i-th device to the total delay amount of the (i-1) -th device, and uses the obtained sum as the total delay amount of the i-th device. .
In step S46, since the total delay amount of the preceding machine (i-1) No. is less than 0, the delay of the (i-1) No. machine need not be considered. Therefore, in step S46, the required delay amount calculation unit 521 sets the delay amount of the i-th device as the total delay amount of the i-th device.

In step S47, the required delay amount calculation unit 521 adds 1 to the value of the variable i. This is because the next aircraft is targeted for calculating the total delay amount. Then, it returns to step S43.
Further, in step S48, the required delay amount calculation unit 521 indicates the direction identification “B” indicating that a delay is necessary if the total delay amount is 0 or more for each of the calculated total delay amounts. To the required delay amount. On the other hand, if the total delay amount is less than 0, the direction identification “F” indicating that the padding is possible is added to the total delay amount to obtain the necessary delay amount. Thereafter, the process of FIG.

Returning to FIG. 20, in step S5, the control instruction recommended information candidate generation unit 522 of the control instruction recommended information generation processing unit 152 generates a control instruction recommended information candidate, and the recommended trajectory information calculation unit 523 calculates the recommended trajectory information. Then, the conformity determination unit 524 uses the recommended trajectory information to determine the suitability of the control instruction recommendation information candidate, so that the control instruction recommendation information generation processing unit 152 generates the control instruction recommendation information that meets a predetermined condition. To do.
FIG. 23 and FIG. 24 are flowcharts showing a processing procedure for the control instruction recommendation information generation processing unit 152 to generate control instruction recommendation information. The control instruction recommendation information generation processing unit 152 performs the process of FIG. 10 for each aircraft included in the processing target group.

In step S61, the control instruction recommendation information candidate generation unit 522 is providing course change point information to the aircraft to be processed and the direction identification of the required delay amount of the aircraft is “F”, or It is determined whether return alert information is being provided to the aircraft. When it determines with satisfy | filling this condition (step S61: YES), it progresses to step S62, and when it determines with not satisfy | filling (step S61: NO), it progresses to step S71. Here, the course change point information is information indicating a point where the aircraft should go straight in the recommendation of direct instruction or radar guidance. The return alerting information is information indicating a point where the aircraft should return from the direct destination in the radar guidance recommendation.
In step S62, effective control information is being provided to the aircraft to be processed. Therefore, in step S62, the control instruction recommendation information candidate generation unit 522 performs direct instruction recommendation that continuously recommends the recommended control.

In step S71, the control instruction recommendation information candidate generation unit 522 determines whether or not the processing target aircraft is located within the radar guidance area. When it is determined that it is located within the radar guidance area (step S71: YES), the process proceeds to step S72, and when it is determined that it is not located (step S71: NO), the process proceeds to step S91 in FIG.
In step S72, the control instruction recommendation information candidate generation unit 522 determines whether or not the aircraft to be processed is securing the transfer interval. When it is determined that the transfer interval is being secured (step S72: YES), the process proceeds to step S73, and when it is determined that the transfer interval is not being secured (step S72: NO), the process proceeds to step S81.

Here, “securing the transfer interval” means a state in which a spacing coefficient α for securing a margin is secured in addition to the minimum transfer interval.
FIG. 25 is a diagram illustrating an example of determining whether or not the transfer interval is being secured. In the figure, aircraft AP202 to PA205 are the second to fifth aircraft in the same group. Among these, the aircraft AP 205 is an aircraft to be determined whether or not the transfer interval is being secured. Further, the direction identification of the required delay amount of the aircraft AP 202 is “F”, and the direction identification of the aircraft AP 203 and AP 204 is “B”. Moreover, the space | interval between each aircraft shows the predicted value of the transfer space | interval between aircrafts.
Securing the transfer interval means that the aircraft with the required delay amount direction identification “F” and the closest to the aircraft to be judged among the preceding aircraft for the aircraft to be judged (AP205 in the example of FIG. 25) If there is no aircraft to be used, the state where there is a transfer interval that can take the transfer interval of (minimum transfer interval + α) between this head and the aircraft to be judged, with the first aircraft as the head .

Therefore, the control instruction recommendation information candidate generation unit 522 first determines the leading aircraft that satisfies the above conditions. Next, the control instruction recommendation information candidate generation unit 522 calculates the difference between the rank of the aircraft to be determined and the rank of the leading aircraft, thereby obtaining the number of preceding aircraft after the leading aircraft. Then, the control instruction recommendation information candidate generation unit 522 calculates a necessary interval by multiplying the interval of (minimum transfer interval + α) by the obtained number of preceding aircraft. Then, the control instruction recommendation information candidate generation unit 522 determines that the transfer interval is being secured when this interval is secured as the transfer interval between the aircraft AP 202 and AP 205, and if not, the transfer interval is secured. It is determined that it is not secured.
In the example of FIG. 25, the control instruction recommended information candidate generation unit 522 takes the difference between the rank “5” of the aircraft to be determined and the rank “2” of the leading aircraft, and determines the number of preceding aircraft (aircraft AP202 to AP204). “3” is acquired. Then, 3 times (minimum transfer interval + α) is set as a necessary transfer interval. Further, a predicted value of the transfer interval between the aircraft AP 202 and the AP 205 is calculated by adding three times the minimum transfer interval to the required delay amount of the AP 205. The control instruction recommended information candidate generation unit 522 determines that the transfer interval is being secured when the predicted value of the transfer interval is equal to or greater than the required transfer interval, and is securing the transfer interval when the predicted transfer interval is less than the required transfer interval. It is determined that it is not.

Referring back to FIG. 23, in step S73, the control instruction recommended information candidate generation unit 522 determines whether the required delay amount value of the subsequent aircraft immediately after the aircraft to be processed is equal to or greater than the speed adjustment delay amount and the direction identification is “B”. Determine whether. If it is determined that this condition is satisfied (step S73: YES), the process proceeds to step S74. If it is determined that this is not the case (step S73: NO), the process for the aircraft is terminated. The reason why the process is terminated when the above condition is not satisfied is that the delay amount of the subsequent aircraft is small and it is less necessary to adjust the interval between the subsequent aircraft by preparing the aircraft to be processed.
In step S74, the control instruction recommendation information candidate generation unit 522 determines whether the value of the required delay amount of the aircraft to be processed is equal to or greater than the speed adjustment delay amount and the direction identification is “F”. When it is determined that this condition is satisfied (step S74: YES), the process proceeds to step S75, and when it is determined that this is not the case (step S74: NO), the process of FIG. The reason why the process is terminated when the above condition is not satisfied is that there is a small margin that the aircraft to be processed can be pre-packed, and the amount of change in the interval with the subsequent aircraft obtained by the pre-packing is small.

In step S75, the control instruction recommendation information candidate generation unit 522 determines whether or not the setting for recommending the direct instruction is made in the adaptation. When it is determined that the setting has been made (step S75: YES), the process proceeds to step S76, and when it is determined that this is not the case (step S75: NO), the process of FIG.
In step S76, the control instruction recommendation information candidate generation unit 522 sets the control instruction recommendation pattern as a direct instruction recommendation, and the control instruction recommendation information generation processing unit 152 performs a process when the control instruction recommendation pattern is a direct instruction recommendation. Thereafter, the process of FIG.

FIG. 26 is a flowchart illustrating a processing procedure performed by the control instruction recommendation information generation processing unit 152 when the control instruction recommendation pattern is direct instruction recommendation.
In step S201, the control instruction recommended information candidate generation unit 522 reads information on the fix that passes through the common point CP or earlier among the fixes that the aircraft is scheduled to pass from the trajectory information of the aircraft to be processed.
In step S202, the control instruction recommendation information candidate generation unit 522 sets the value of the variable i to “0”. The value of the variable i is information indicating a fix for which it is determined whether or not to recommend a direct instruction.
In step S203, the control instruction recommended information candidate generation unit 522 determines whether the number of fixes read in step S201 is i or more. When it is determined that there are i or more (step S20: YES), the process proceeds to step S204, and when it is determined that there are less than i (step S20: NO), the process proceeds to step S209.

In step S204, the control instruction recommended information candidate generation unit 522 calculates the estimated arrival time at the fix (i) when the aircraft to be processed goes straight to the fix (i).
In step S205, the control instruction recommended information candidate generation unit 522 changes the transfer interval with the preceding aircraft when the aircraft to be processed goes straight to fix (i) based on the estimated arrival time calculated in step S204 ( Calculate the distance to be prepended).
In step S206, the control instruction recommendation information candidate generation unit 522 determines whether or not the succeeding aircraft immediately after the aircraft to be processed can secure the transfer interval based on the change amount calculated in step S205. If it is determined that it can be secured (step S206: YES), the process proceeds to step S207, and if it is determined that it cannot be secured (step S206: NO), the process proceeds to step S208.

In step S207, the control instruction recommended information candidate generation unit 522 sets the direct instruction recommended information for the fix (i) as the control instruction recommended information candidate. Further, the recommended trajectory information calculation unit 523 calculates trajectory information in the case of going straight to the fix (i) as the recommended trajectory information. Further, the control instruction recommendation information generation processing unit 152 sets the direct instruction recommendation information for the fix (i) as the control instruction recommendation information. Thereafter, the process of FIG.
In step S208, the control instruction recommendation information candidate generation unit 522 increments the value of the variable i by 1, and then returns to step S203. This is to examine the case of going straight to fix (i + 1).
In step S209, the control instruction recommended information candidate generation unit 522 decreases the value of the variable i by 1, and then proceeds to step S207. This is because it is recommended to go straight to the end (common point CP) of the fix read in step S201. When the aircraft to be processed goes straight to the common point CP, the maximum amount of the front justification can be obtained.

Note that the control instruction recommendation information candidate generation unit 522 may use only a part of the fix as a direct destination in the control instruction. For example, the adaptation storage unit 153 stores information on the fix that is the direct destination, and the control instruction recommended information candidate generation unit 522 determines the fix at the direct destination based on this information. In this way, by reducing the number of fixes that are direct destinations, the load on the control instruction recommended information candidate generation unit 522 can be reduced. In particular, when fixes are crowded, only the fixes that are separated from each other are used as direct destinations, so that the control instruction recommended information candidate generation unit 522 can generate the control instruction recommended information candidates more efficiently.
In addition, the adaptation storage unit 153 may store the direct destination fix and the change amount of the common point arrival prediction time due to the direct operation in association with each other. In this case, the control instruction recommended information candidate generation unit 522 does not need to newly calculate the amount of change in the predicted arrival time of the common point due to direct access when selecting the direct destination fix. Therefore, the load on the control instruction recommendation information candidate generation unit 522 can be reduced.

Returning to FIG. 23, in step S81, the control instruction recommendation information candidate generation unit 522 determines whether the value of the required delay amount of the aircraft to be processed is equal to or greater than the speed adjustment delay amount and the direction identification is “B”. When it is determined that this condition is satisfied (step S81: YES), the process proceeds to step S82, and when it is determined that this is not the case (step S81: NO), the process of FIG. If the above conditions are not met, the processing is terminated because the required delay amount of the aircraft to be processed is small and the required delay amount is reduced by the deceleration control that slows the flight speed of the aircraft without changing the course of the aircraft. This is because it is thought that it can be secured. In the case of step S81: NO, the control instruction recommendation information generation processing unit 152 may make a deceleration recommendation.
In step S82, the control instruction recommendation information candidate generation unit 522 sets the control instruction recommendation pattern as a radar guidance instruction recommendation, and the control instruction recommendation information generation processing unit 152 performs processing when the control instruction recommendation pattern is a radar guidance instruction recommendation. . Thereafter, the process of FIG.

FIG. 27 is a flowchart illustrating a processing procedure performed by the control instruction recommendation information generation processing unit 152 when the control instruction recommendation pattern is the radar guidance instruction recommendation.
In step S221, the control instruction recommendation information candidate generation unit 522 determines the course instruction value as an azimuth indicating the current course.
In step S222, the control instruction recommendation information candidate generation unit 522 adds a predetermined addition value to the course instruction value. Here, the predetermined addition value is, for example, 10 degrees. Alternatively, the predetermined addition value may be 10 degrees or -10 degrees. For example, the control instruction recommendation information candidate generation unit 522 can determine the added value according to the position of the aircraft by determining in advance whether to set 10 degrees or −10 degrees for each position of the aircraft to be processed. .

In step S223, the control instruction recommendation information candidate generation unit 522 determines whether or not the change width of the course instruction value for the current course of the aircraft to be processed is less than 90 degrees. If it is determined that the angle is less than 90 degrees (step S223: YES), the process proceeds to step S224. If it is determined that the angle is greater than 90 degrees (step S223: NO), the processing in FIG. The process is terminated when it is determined that the angle is 90 degrees or more because a change of 90 degrees or more has a large deviation from the flight plan and is inappropriate.
In step S224, the control instruction recommendation information candidate generation unit 522 calculates a return point for returning from the course guided by the radar to the course of the flight plan. For example, the control instruction recommended information candidate generation unit 522 first sets a position advanced a predetermined distance in the direction of the course instruction value as a return point. Then, the return point is extended by a predetermined distance by the loop of steps S224 to S226 until the transfer interval can be secured.

In step S225, the control instruction recommendation information candidate generation unit 522 calculates the change amount of the transfer interval when the course of the aircraft to be processed is changed by radar guidance. In step S226, the control instruction recommendation information candidate generation unit 522 determines whether or not the aircraft to be processed can secure the transfer interval. If it is determined that it can be secured (step S226: YES), the control instruction of this route is set as a control instruction recommendation information candidate and the process proceeds to step S227. On the other hand, when it is determined that it cannot be secured (step S226: NO), the process returns to step S224. When the process returns to step S224, the distance to the return point is changed as described above, and the processes after step S225 are performed again.
In step S227, the recommended trajectory information calculation unit 523 calculates recommended trajectory information.

In step S228, the conformity determination unit 524, based on the recommended trajectory information calculated in step S227,
(1) In the recommended route, a state (conflict) in which a predetermined minimum transfer interval cannot be secured does not occur, and
(2) Airspace infringement does not occur on the recommended route, and
(3) The recommended route is within the radar guidance area,
It is determined whether or not the above condition is satisfied. If it is determined that the condition is satisfied (step S228: YES), the process in FIG. On the other hand, when it determines with not being satisfied (step S228: NO), it returns to step S222. This is to change the course instruction value and generate the control instruction recommendation information candidate again.

FIG. 28 is a diagram illustrating a determination example of the condition “(3) The recommended route is within the radar guidance area”. The conformity determination unit 524 determines that the condition (3) is satisfied if all of the recommended routes indicated by the recommended trajectory information are within the radar guidance area, and the condition (3) is satisfied if a part is outside the radar guidance area. It is determined that it is not satisfied.
In the example of the figure, the recommended route indicated by the recommended trajectory information is indicated by a broken line. Since a part of the recommended route is outside the radar guidance area, the conformity determination unit 524 determines that the condition (3) is not satisfied.

In addition, for the condition (2), the conformity determination unit 524 determines that the condition (2) is satisfied if all of the recommended routes indicated by the recommended trajectory information are outside the airspace subject to infringement, and part of the conditions are infringed. If it is within the airspace, it is determined that the condition (2) is not satisfied.
In addition, for the condition (1), the conformity determination unit 524 determines the presence or absence of a conflict by comparing the recommended route indicated by the recommended trajectory information with the routes of other aircraft indicated by the trajectory information. At this time, other aircraft for which the control instruction recommendation information has been generated are also compared with the route indicated by the trajectory information. This is because even if the control instruction recommendation information is generated and displayed, the controller does not always adopt the control instruction.

  Note that the method for generating the control instruction recommendation information candidate generation unit 522 in the case of radar guidance is not limited to that described above. For example, the adaptation storage unit 153 associates radar guidance start points, aircraft course directions, and return points with each other and stores them in order of frequency of use for radar guidance performed in the past, and recommends control instructions. The information candidate generator 522 reads the past radar guidance information in descending order of use frequency, calculates the change amount of the common point arrival time obtained by the radar guidance indicated by the read information, and calculates the calculated change amount and the necessary amount. Can be selected to generate a control instruction recommendation information candidate by selecting an appropriate radar guidance. In this case, the read radar guidance is already conducted, so it is considered that the airspace infringement does not occur (the above condition (2)) and that it is within the radar guidance area (the above condition (3)). It is done. Therefore, it is not necessary for the conformity determination unit 524 to perform these determination processes, and the load on the conformity determination unit 524 can be reduced.

Returning to FIG. 24, in step S91, the control instruction recommendation information candidate generating unit 522 determines whether or not the processing target aircraft is securing the transfer interval. When it is determined that the transfer interval is being secured (step S91: YES), the process proceeds to step S92, and when it is determined that the transfer interval is not being secured (step S91: NO), the process proceeds to step S111.
In step S92, the control instruction recommendation information candidate generation unit 522 determines whether the value of the required delay amount of the subsequent aircraft immediately after the aircraft to be processed is equal to or greater than the radar induced delay amount and the direction identification is “B”. If it is determined that this condition is satisfied (step S92: YES), the process proceeds to step S93, and if not (step S92: NO), the process proceeds to step S101.

In step S93, the control instruction recommended information candidate generation unit 522 determines whether the value of the required delay amount of the aircraft to be processed is equal to or greater than the speed adjustment delay amount and the direction identification is “F”. If it is determined that this condition is satisfied (step S93: YES), the process proceeds to step S94, and if not (step S93: NO), the process proceeds to step S101.
In step S94, the control instruction recommendation information candidate generation unit 522 determines whether or not the setting for recommending the speed increase instruction is made in the adaptation. If it is determined that the setting has been made (step S94: YES), the process proceeds to step S95. If it is determined that this is not the case (step S94: NO), the process of FIG.
In step S95, the control instruction recommendation information candidate generation unit 522 sets the control instruction recommendation pattern as an acceleration instruction recommendation, and the control instruction recommendation information generation processing unit 152 performs processing when the control instruction recommendation pattern is an acceleration instruction recommendation. . Thereafter, the process of FIG.

In step S101, the control instruction recommended information candidate generation unit 522 determines that the required delay amount of the aircraft to be processed is equal to or greater than the radar induced delay amount and the direction identification is “B”, or the first aircraft in the group is the radar induced delay amount It is determined whether or not it is the above delay. When it is determined that this condition is satisfied (step S101: YES), the process proceeds to step S102, and when it is determined that this is not the case (step S101: NO), the process of FIG.
In step 102, the control instruction recommendation information candidate generation unit 522 sets the control instruction recommendation pattern as a deceleration instruction recommendation, and the control instruction recommendation information generation processing unit 152 performs processing when the control instruction recommendation pattern is a deceleration instruction recommendation. Thereafter, the process of FIG.

In step S111, the control instruction recommendation information candidate generation unit 522 determines whether or not the setting for giving priority to the speed adjustment is made in the adaptation. If it is determined that the setting has been made (step S111: YES), the process proceeds to step S112. If it is determined that this is not the case (step S111: NO), the process of FIG.
In step S112, the control instruction recommendation information candidate generation unit 522 determines whether the value of the required delay amount of the aircraft to be processed is equal to or greater than the speed adjustment delay amount and the direction identification is “B”. When it is determined that this condition is satisfied (step S112: YES), the process proceeds to step S113. When it is determined that this is not the case (step S112: NO), the processing for the aircraft is terminated.

In step 113, the control instruction recommendation information candidate generation unit 522 sets the control instruction recommendation pattern as a deceleration instruction recommendation, and the control instruction recommendation information generation processing unit 152 performs a process when the control instruction recommendation pattern is a deceleration instruction recommendation. Thereafter, the process of FIG.
In step S121, the control instruction recommended information candidate generation unit 522 determines whether the value of the required delay amount of the aircraft to be processed is equal to or greater than the radar induced delay amount and the direction identification is “B”. If it is determined that this condition is satisfied (step S121: YES), the process proceeds to step S122. If it is determined that this is not the case (step S121: NO), the process for the aircraft is terminated.
In step 122, the control instruction recommendation information candidate generation unit 522 sets the control instruction recommendation pattern as a deceleration instruction recommendation, and the control instruction recommendation information generation processing unit 152 performs processing when the control instruction recommendation pattern is a deceleration instruction recommendation. Thereafter, the process of FIG.

Returning to FIG. 20, in step S6, the control instruction recommendation information candidate generation unit 522 writes the generated control instruction recommendation information candidate in the control instruction recommendation information storage unit 155 as the control instruction recommendation information, and the display processing unit 16 Output to. The display processing unit 16 generates display data indicating the control instruction recommendation information output from the control instruction recommendation information candidate generation unit 522, and transmits the display data to the control consoles 3-1 to 3-3. The control consoles 3-1 to 3-3 display the display data output from the display processing unit 16 on the display units 31-1 to 31-3. In addition, the recommended trajectory information calculation unit 523 writes the recommended trajectory information in accordance with the control instruction recommendation information in the recommended trajectory information storage unit 156.
In step S7, the group determination unit 511 deletes the recommended control instruction information of the transferred aircraft. Thereafter, the process of FIG.

As described above, the airway radar information processing system 1 generates the control instruction recommendation information based on the required delay amount of the aircraft, and displays it on the control consoles 3-1 to 3-3. This recommended control instruction information specifically indicates control instruction information that delays the aircraft transfer timing in order to ensure the minimum transfer interval. With this recommended control instruction information, which aircraft is transferred at which timing. Can show concretely what to do.
Furthermore, by displaying the required delay amount calculated by the required delay amount calculation unit 521 on the control consoles 3-1 to 3-3, it is possible to more specifically indicate which aircraft should be transferred at which timing. . In addition, by displaying the required delay amount, it is possible to show the basis for recommending the control instruction shown in the control instruction recommendation information to the controller.

In addition, since the airway radar information processing system 1 performs processing by including all aircraft passing the same common point within a predetermined time in the same group, the controller is aware of aircraft in other jurisdictions. Without having to do so, control suitable for the jurisdiction area of the transfer destination can be performed. For example, the controller in the jurisdiction area R1 shown in FIG. 2 performs the control based on the control instruction recommended information generated by the airway radar information processing system 1 or the necessary delay amount, and thereby in the jurisdiction area R2 and the jurisdiction area R3. Control that is suitable for the jurisdiction area R2 and the jurisdiction area can be performed without being conscious of the aircraft.
Further, the method of grouping the aircraft performed by the airway radar information processing system 1 incorporates the concept of recognizing the aircraft for each group, which is usually performed by a controller. For this reason, it is expected that the control instruction recommended information and the necessary delay amount generated by the airway radar information processing system 1 are easy for the controller to understand and have no sense of incongruity.
In addition, since the conformity determination unit 524 determines whether or not a problem such as a conflict occurs, the controller uses the control instruction recommendation information generated by the airway radar information processing system 1 so that the conflict It is possible to select a course instruction or altitude that does not cause a problem.
In addition, by utilizing the control instruction recommended information generated by the air traffic radar information processing system 1, the air traffic radar information processing system 1 can act on behalf of the controller's thoughts, reducing the load on the air traffic controller, Because of the personal experience and intuition of the controller, it can be expected to secure a certain level for the control work that tends to cause a level difference between individuals.

Note that a program for realizing all or part of the functions of the airway radar information processing system 1 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into the computer system and executed. By doing so, you may process each part. Here, the “computer system” includes an OS and hardware such as peripheral devices.
Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.
The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case, and a program that holds a program for a certain period of time are also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes design changes and the like within a scope not departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Airway radar information processing system 11 Flight plan information acquisition part 12 Aircraft position grasping part 13 Trajectory information calculation part 14 Trajectory information storage part 15 Control instruction recommendation apparatus 16 Display processing part 17 Control table management information storage part 151 Arrival rank calculation processing part 152 Control instruction recommendation information generation processing unit 153 Adaptation storage unit 154 Arrival order information storage unit 155 Control instruction recommendation information storage unit 156 Recommended trajectory information storage unit 511 Group determination unit 512 Relative distance calculation unit 521 Required delay amount calculation unit 522 Control instruction recommendation Information candidate generation unit 523 Recommended trajectory information calculation unit 524 Conformity determination unit 2 Flight plan information processing system 21 Flight plan information storage unit 3-1 to 3-3 Controller 31-1 to 31-3 Display unit 32-1 to 32- 3 indicator

Claims (5)

A flight plan information acquisition unit for acquiring flight plan information of the aircraft;
An aircraft position grasping unit for acquiring current position information of the aircraft;
A trajectory information calculation unit that calculates trajectory information indicating a predicted flight path and time of the aircraft based on flight plan information of the aircraft and current position information of the aircraft;
An information output unit for outputting information on the flight status of the aircraft to the control console;
In the air route data information processing system comprising:
For the aircraft scheduled to pass a predetermined specific point, a time until arrival at the specific point is calculated based on the trajectory information, and based on the calculated time until arrival at the specific point A group determination unit for determining a group to which the aircraft belongs;
For the aircraft included in the same group, the order of passing through the specific point is determined, and the relative distance between the aircrafts included in the same group is calculated based on the scheduled passage time of the specific point. A relative distance calculator;
Based on the relative distance, a required delay amount calculation unit that calculates a required delay amount indicating a delay amount that should delay the arrival of the aircraft to the specific point in order to ensure a predetermined minimum transfer interval;
Based on the calculated required delay amount, a control instruction recommended information generation processing unit that generates control instruction recommended information indicating a control instruction to the aircraft for adjusting a scheduled passage time of the specific point;
Comprising
The information output unit outputs the control instruction recommendation information to the control console.
An air route data information processing system characterized by this. The control instruction recommended information generation processing unit
Based on the required delay amount, a control instruction recommended information candidate generating unit that generates a control instruction recommended information candidate indicating a candidate for a control instruction to an aircraft for adjusting a scheduled passage time of the specific point;
A recommended trajectory information calculation unit that calculates recommended trajectory information that is trajectory information when the control instruction recommended information candidate is followed;
Conformity for determining whether the control instruction recommended information candidate conforms to a predetermined condition including that the control of the aircraft is transferred while ensuring a predetermined minimum transfer interval based on the recommended trajectory information A determination unit;
Comprising
The control instruction recommendation information candidate generation unit generates another control instruction recommendation information candidate when the conformity determination unit determines that the control instruction recommendation information candidate is nonconforming,
The information output unit outputs the control instruction recommendation information candidate determined by the conformity determination unit as conformity to the control console as the control instruction recommendation information.
The air route data information processing system according to claim 1.   The control instruction recommendation information generation processing unit is either a direct instruction recommendation for instructing a point where the aircraft should go straight, a heading instruction recommendation for instructing the traveling azimuth of the aircraft, or a speed instruction recommendation for instructing the speed of the aircraft. The air route data information processing system according to claim 1, wherein the information is generated as the control instruction recommendation information. A flight plan information acquisition unit for acquiring flight plan information of the aircraft;
An aircraft position grasping unit for acquiring current position information of the aircraft;
A trajectory information calculation unit that calculates trajectory information indicating a predicted flight path and time of the aircraft based on flight plan information of the aircraft and current position information of the aircraft;
An information output unit for outputting information on the flight status of the aircraft to the control console;
A control instruction recommendation method for an airway data information processing system comprising:
For the aircraft scheduled to pass a predetermined specific point, a time until arrival at the specific point is calculated based on the trajectory information, and based on the calculated time until arrival at the specific point A group determining step for determining a group to which the aircraft belongs;
For the aircraft included in the same group, the order of passing through the specific point is determined, and the relative distance between the aircrafts included in the same group is calculated based on the scheduled passage time of the specific point. A relative distance calculating step;
A required delay amount calculating step for calculating a required delay amount indicating a delay amount to delay the arrival of the aircraft at the specific point in order to secure a predetermined minimum transfer interval based on the relative distance; and
Based on the calculated required delay amount, a control instruction recommended information generation processing step for generating control instruction recommended information indicating a control instruction to the aircraft for adjusting a scheduled passage time of the specific point;
A control instruction recommendation information output step for outputting the control instruction recommendation information to the control console;
A control instruction recommendation method characterized by comprising: To the computer that receives the trajectory information indicating the predicted flight time and time of the aircraft,
For an aircraft scheduled to pass a predetermined specific point, the time until arrival at the specific point is calculated based on the trajectory information, and based on the calculated time until arrival at the specific point A group determination step for determining a group to which the aircraft belongs;
For the aircraft included in the same group, the order of passing through the specific point is determined, and the relative distance between the aircrafts included in the same group is calculated based on the scheduled passage time of the specific point. A relative distance calculating step;
A required delay amount calculating step for calculating a required delay amount indicating a delay amount to delay the arrival of the aircraft at the specific point in order to secure a predetermined minimum transfer interval based on the relative distance; and
Based on the calculated required delay amount, a control instruction recommended information generation processing step for generating control instruction recommended information indicating a control instruction to the aircraft for adjusting a scheduled passage time of the specific point;
A control instruction recommendation information output step for outputting the control instruction recommendation information;
A program that executes

Images