JP2022183595A - Approach path setting system and ground assistance device - Google Patents

Abstract

To easily adjust the height of a connection part provided in a ground assistance device even when the height of a work doorway of an aircraft is displaced.SOLUTION: An approach path setting system 24 comprises: a doorway position prediction unit 241 that predicts the vertical height position of a work doorway 14 relative to the height of a connection part 46 of a GSE 13 on the basis of position information about a reference height included in model information; a weight acquisition unit 245 that acquires prediction-time weight indicating the weight of a load on an aircraft 100 at the time of predicting the relative height position; and an approach path setting unit 243 that sets an approach path for bringing the connection part 46 close to the work doorway 14 through height adjustment on the basis of the relative height position predicted by the doorway position prediction unit. The doorway position prediction unit 241 corrects the prediction value of the relative height position on the basis of reference weight and the prediction-time weight.SELECTED DRAWING: Figure 2

Description

The present invention provides an approach route setting for setting an approach route for connecting or approaching a work doorway of an aircraft, adjusting the height, and making a connecting portion provided in a ground support device approach the work doorway. It relates to systems and ground support equipment.

Airports are deployed with a number of ground support equipment for providing ground support to aircraft. Ground support equipment is called GSE (Ground Support Equipment), and there are various types of GSE such as high-lift loaders, belt loaders, towing tractors, refueling vehicles, airport power supply vehicles, passenger steps, and the like. Conventionally, when providing ground support to an aircraft, a GSE was manually operated by an operator to approach the aircraft.

GSE is available in engine type and electric type. Patent Literature 1 describes an electric belt loader capable of electrically carrying out cargo handling and running of a belt conveyor.

JP 2012-240812 A

An aircraft has operation entrances such as a cargo loading/unloading entrance, a passenger boarding/alighting entrance, a refueling entrance, and a power supply entrance. The GSE is provided with a connecting portion that can be connected to the working doorway, and cargo and passengers are carried in and out of the aircraft through the connecting portion connected to the working doorway. When connecting the connecting portion of the GSE to the work doorway, the connecting portion of the GSE is brought close to the corresponding work doorway while avoiding contact between the GSE and the aircraft in order to avoid damage to the aircraft. However, since the position of the entrance for work differs depending on the model, the operator who operates the GSE must remember the position of the entrance for work for each model, or check it each time before operating the GSE. There is

In addition, when ground support operations such as boarding and alighting of passengers, refueling, loading and unloading of cargo are performed, the amount of sinking of the tires of the aircraft changes and the height of the work doorway is displaced. Every time there is a change in the height of the work entrance due to ground support work performed by other GSEs, the operator who operates the GSE must visually check the height position and adjust the height of the connection part of the GSE. need to adjust. Such operation of the GSE is very difficult and troublesome for the operator.

SUMMARY OF THE INVENTION It is an object of the present invention to easily adjust the height of a connecting portion provided in a ground support system even if the height of a work doorway of an aircraft is displaced. and

The approach route setting system of the present invention is connectable to or accessible to a work doorway of an aircraft and is adjustable in height, and provides an access route that allows a connecting portion provided on the ground support equipment to approach the work doorway. An approach route setting system to be set, which acquires model information of the aircraft including position information of a reference height, which is the height of the work doorway when the weight of the load on the aircraft is a predetermined reference weight. an entrance/exit position prediction unit that predicts the relative height position of the work entrance/exit in the vertical direction with respect to the height of the connecting portion of the ground support equipment based on the position information of the reference height; a weight acquisition unit that acquires a predicted weight that is the weight of a load on the aircraft when the relative height position is predicted by the entrance/exit position prediction unit; an approach route setting unit that sets an approach route for making the connection portion approach the work entrance by height adjustment, and the entrance/exit position prediction unit is configured to predict the reference weight and the estimated weight based on the reference weight and the estimated weight. and correcting the predicted value of the relative height position of the work doorway.

According to the present invention, the predicted value of the vertical relative height position of the work doorway is corrected based on the reference weight and the predicted weight. Therefore, even if the height of the working doorway is displaced due to an increase or decrease in the load on the aircraft, an accurate approach path for approaching the working doorway by adjusting the height of the connection part corresponding to the displacement. can be set. As a result, even if the height of the work doorway of the aircraft is displaced, it is possible to easily adjust the height of the connecting portion provided on the ground support equipment.

In the present invention, the approach route setting system includes: a current position acquiring unit that acquires the current position of the ground support equipment; a position detection unit, wherein the approach route setting unit moves the connection portion to the work entrance/exit by moving the ground support device based on the relative horizontal position detected by the entrance/exit position detection unit; It is preferable to set an approach route for approaching to.

According to the present invention, the relative horizontal position of the entrance/exit for work, which differs from model to model, is detected by the entrance/exit position detector. Then, the connecting portion of the ground support equipment can be made to approach the work doorway along the approach route set based on the detected relative horizontal position. Thereby, the ground support equipment can be easily approached to the work doorway.

In the present invention, the approach route setting system simulates an approach operation for approaching the ground support device and the connecting portion to the work entrance along the approach route set by the approach route setting unit, and the ground support Further comprising a simulation unit that executes in advance before the approach operation of the device is actually performed, and if it is determined by the simulation executed by the simulation unit that there is a possibility of contact between the ground support device and the aircraft, Preferably, the approach route setting unit sets the approach route again.

According to the present invention, the approach operation of the ground support equipment and the connecting portion along the approach route is simulated in advance, and the approach route is reset if there is a possibility of contact with the aircraft. Therefore, it is possible to set an approach route for approaching the work doorway while more reliably avoiding contact between the ground support equipment and the aircraft. Therefore, even if work delays or equipment troubles occur after the approach route is set, or if there is an error in the approach route due to an error in the model information, etc., it is possible to prevent contact between the ground support equipment and the aircraft. can.

In the present invention, the approach route setting system further comprises a tilt acquisition unit that acquires a predicted tilt amount that is a tilt amount of the aircraft with respect to a reference plane when the relative height position is predicted by the entrance/exit position prediction unit, It is preferable that the doorway position prediction unit corrects the predicted value of the relative height position of the work doorway in the vertical direction using the predicted tilt amount.

According to the present invention, the entrance/exit position prediction unit corrects the predicted value of the vertical relative height position of the work entrance/exit based on the amount of inclination of the aircraft with respect to the reference plane. For this reason, even if the aircraft tilts with respect to the reference plane due to an increase or decrease in the load on the aircraft, the height of the connection part can be adjusted to correspond to the tilt, so that the connection part can be accurately approached to the work doorway. A route can be set. As a result, even if the height of the work doorway of the aircraft is displaced, it is possible to more easily adjust the height of the connecting portion provided on the ground support equipment.

In the present invention, the approach route setting system is a work schedule by the ground support equipment, and includes a carry-in weight of a load carried into the aircraft by the ground support device and a carry-out weight of the load carried out of the aircraft. a schedule acquisition unit that acquires a work schedule including information about loading positions of loads in the aircraft; and a work progress data acquisition unit that acquires work progress data related to the progress of the work schedule by the ground support device. , wherein the weight obtaining unit obtains the weight from the difference between the carry-in weight and the carry-out weight at the time of predicting the relative height position calculated based on the comparison between the work schedule and the work progress data. Calculates the estimated weight, and the inclination acquisition unit calculates the carry-in weight, the carry-out weight, and the loading position at the time of prediction of the relative height position calculated based on the comparison between the work schedule and the work progress data. Therefore, it is preferable to calculate the tilt amount at the time of prediction.

According to the present invention, it is possible to calculate the weight of the payload of the aircraft and the amount of inclination of the aircraft with respect to the reference plane when the relative height position is predicted based on the comparison between the work schedule and the work progress data. Therefore, the predicted weight and the predicted tilt amount can be acquired without separately providing the aircraft with a device for directly detecting the weight of the load on the aircraft and the tilt amount of the aircraft. As a result, the system as a whole can be simplified and the cost can be reduced.

A ground support device of the present invention is a ground support device capable of communicating with the above-described approach route setting system, comprising: a communication unit that receives the approach route set by the approach route setting system; a position information acquisition unit that can be connected or approached to a work doorway of the aircraft and that is adjustable in height; and a control unit, wherein the control unit includes the position information acquisition unit and adjusting the height of the connecting portion based on the current position information acquired by and the approach route.

According to the present invention, the height of the connecting portion is automatically adjusted based on the approach route set by the above-described approach route setting system. Therefore, even if the height of the work doorway of the aircraft is displaced, it is possible to easily adjust the height of the connecting portion provided in the ground support equipment.

Even if the height of the work doorway of the aircraft is displaced as the cargo on the aircraft increases or decreases, it is possible to easily adjust the height of the connecting portion provided in the ground support equipment.

1 is a plan view simply showing facilities of an airport; FIG. It is a block diagram showing the configuration of the airport system of the present embodiment. 4 is a flow chart showing a series of processes when the GSE is approached to the work doorway of the aircraft; FIG. 4 is a continuation of the flowchart shown in FIG. 3 and shows a series of processes when the GSE is brought close to the work doorway of the aircraft; FIG. 4 is a flow chart showing a series of processes when prediction of a relative height position is performed; 1 is a schematic diagram showing a GSE and a work entrance of an aircraft; FIG. FIG. 4 is a plan view showing a plane grid set in a work area; (a) A table showing an example of a flight schedule, and (b) a table showing an example of a list of cargo. (a) a table showing an example of worker-related data; and (b) a table showing an example of GSE-related data. 4 is a table showing an example of a ground support schedule; 4 is a table showing an example of a ground support schedule transmitted to worker terminals; Fig. 10 is a table showing an example of a ground support schedule sent to the GSE; It is a flow chart showing the flow of operation management of GSE by the airport system 4 is a flow chart showing a series of processes when moving the GSE to the working position; FIG. 4 is a plan view showing an example of a working position of the GSE; FIG. 4 is a plan view showing an example of a guidance route of GSE; FIG. 4 is a plan view showing an example of a GSE reserved area; FIG. 4 is a diagram showing how the GSE irradiation unit irradiates a work entrance/exit with a laser;

An embodiment of an approach motion control system according to the present invention will be described below with reference to the drawings.

FIG. 1 is a plan view simply showing facilities of an airport 1. FIG. As shown in FIG. 1, an airport 1 has a terminal building 2 . A plurality of gates 3 are provided in the terminal building 2, and the aircraft 100 that has landed moves to a predetermined gate 3 and stops there. A boarding bridge 4 is connected to the plurality of gates 3 . The boarding bridge 4 is a facility for allowing passengers and crew members to get on and off the aircraft 100 from the gate 3 . If the boarding bridge 4 cannot be used, a passenger step 13e, which will be described later, may be used. While the aircraft 100 is parked at the airport 1, passengers and crew boarding and disembarking, loading and unloading of cargo and baggage, replenishment of fuel, cleaning of the inside and outside of the aircraft, inspection of aircraft equipment, deicing work, power supply, etc. Work (ground support work) is carried out. Then, when the ground support operations are completed and preparations are made, the aircraft 100 takes off from a runway (not shown) provided at the airport 1 .

In ground support operations, multiple GSEs 13 are used. GSE is an abbreviation for Ground Support Equipment, meaning ground support equipment. There are various types of GSEs 13, but to give an example, there are a fuel tanker 13a for refueling the aircraft 100, a belt loader 13b for loading and unloading passengers' luggage into and out of the aircraft, a towing tractor 13c for towing the aircraft 100, and cargo. There are a high-lift loader 13d for loading and unloading into and out of the aircraft, and a passenger step 13e for allowing crew members and passengers to directly get on and off the aircraft. A refueling vehicle 13a, a belt loader 13b, a towing tractor 13c, a high lift loader 13d, and a passenger step 13e are work vehicles that travel within the airport 1. FIG. As shown in FIG. 1 , an area in the airport 1 where ground support operations are performed by a plurality of GSEs 13 is called a work area 102 .

Ground support operations to aircraft 100 by each GSE 13 are performed through respective operation doorways 14 provided on aircraft 100 . The work entrances 14 include, for example, a cargo loading/unloading entrance (not shown) through which cargo is loaded/unloaded into the aircraft, a baggage loading/unloading entrance 14a (see FIG. 6) through which baggage is loaded/unloaded, and boarding and alighting of crew members and passengers. 6), a fuel filler port (not shown) for refueling, a power source port (not shown) for supplying power, and the like. Each GSE 13 is then brought closer to the corresponding work doorway 14 while avoiding contact with the aircraft 100 to avoid damage to the aircraft 100 . For example, as shown in FIG. 6, the belt loader 13b is brought closer to the baggage loading/unloading entrance 14a, and the passenger step 13e is brought closer to the boarding/alighting entrance 14b. Each GSE 13 is provided with a connection portion 46 that is connected or accessible to the work doorway 14 . For example, the connecting portion 46b of the belt loader 13b can be connected to the baggage loading/unloading port 14a. A connecting portion 46e of the passenger step 13e is connected to or accessible to the doorway 14b. Each connecting portion 46 is vertically adjustable in height. By bringing each GSE 13 closer to the corresponding work doorway 14 and adjusting the height of the connection part 46 , the connection part 46 and the work doorway 14 are connected. Loading and unloading of cargo and baggage from the GSE 13 into the cabin of the aircraft 100 , boarding and alighting of passengers, and the like are performed through the connecting portion 46 connected to the entrance/exit 14 for work.

Here, the position of each work entrance/exit 14 differs for each model of aircraft 100 . For this reason, the operator who operates the GSE 13 remembers the position of each work doorway 14 that differs for each model, or confirms the position of the work doorway 14 of the aircraft 100 each time it is operated. It is necessary to operate GSE13. Further, when ground support operations such as boarding and alighting of passengers, refueling, loading and unloading of cargo, etc. are performed on the aircraft 100, the amount of sinking of the tires of the aircraft 100 changes and the height of the entrance/exit 14 for work is displaced. The operator who operates the GSE 13 visually confirms the position of the height of the connection portion 46 of the GSE 13 each time the height of the work doorway 14 changes due to ground support work performed by another GSE 13 . need to be adjusted. Such operation of the GSE 13 is very difficult and troublesome for the operator. In order to solve these problems, the inventors of the present application have devised an approach route setting system for allowing the GSE 13 to easily approach the work doorway 14 of the aircraft 100 . The airport system 10 including the approach route setting system 24 will be described in detail below.

(airport system)
The airport system 10 of this embodiment includes an air traffic control 21, a GSE control 22, a plurality of GSEs 13, and a plurality of operator terminals 15, as shown in FIG. GSE control 22 includes a guidance route setting system 23 and an approach route setting system 24 .

Each GSE 13 has a communication section 41 , a position information acquisition section 42 , a laser irradiation section 43 , a travel control section 44 , an ID acquisition section 45 and a connection section 46 . The GSE 13 can communicate with the GSE control 22 via the communication unit 41 and is configured to be able to transmit and receive data to and from the GSE control 22 . The communication unit 41 may be configured to communicate with other systems and terminals (other GSE 13, guide route setting system 23, approach route setting system 24, worker terminal 15, etc.). The position information acquisition unit 42 acquires the position information of the own vehicle by receiving GPS (Global Positioning System) signals, for example. The position information of the own vehicle may be acquired using a positioning method other than GPS. The laser irradiation part 43 is a part that can irradiate a laser forward of the GSE 13 . The travel control unit 44 performs travel control of the own vehicle based on the predetermined information sent from the GSE control 22, the position information of the own vehicle acquired by the position information acquisition unit 42, and the like. The ID obtaining unit 45 is configured to be able to read a worker ID displayed on the worker terminal 15 (to be described later) or a worker ID attached to an ID card possessed by the worker. The worker ID may be a barcode or an IC tag, or may be manually input by the worker. The connecting portion 46 is a height-adjustable portion that is connectable or accessible to the corresponding work doorway 14 of the GSE 13 . The height adjustment of the connection portion 46 may be automatically controlled by the GSE control 22, or may be performed by an operator's operation. Loading and unloading of cargo, passengers, and the like into and out of the cabin of the aircraft 100 by the GSE 13 is performed through the connection portion 46 connected to the work entrance/exit 14 .

The worker terminal 15 is a terminal carried by a worker who performs ground support work for the aircraft 100 . In this embodiment, a smartphone that can specify the current location by GPS and communicate with the GSE control 22 is used. As the worker terminal 15, any terminal may be used as long as it is possible to confirm the current location of the worker and communicate with the GSE control 22 (Galapagos mobile phone, wireless communication device, tablet terminal, smart glasses, etc.). , wearable devices such as smart watches). Also, the operator terminal 15 may be configured to communicate with other systems and terminals (another operator terminal 15, GSE 13, guide route setting system 23, approach route setting system 24, etc.).

(GSE control)
Currently, when conducting ground support work using the GSE 13, the operator checks the flight schedule and arranges the necessary GSE 13 before starting the work. However, it is very troublesome for the operator to check the flight schedule and arrange the GSE 13 . In addition, the preparations before starting the work are complicated, and the workers are required to have a lot of experience and knowledge, which imposes a heavy burden on the workers. Furthermore, if a worker overlooks information and makes a mistake, the flight schedule will be affected. Therefore, in the airport system 10 of the present embodiment, it is intended to reduce the burden on the operator in operation management of the GSE 13 at the airport 1 .

The GSE control 22 has a communication unit 220, a schedule creation unit 221, a model information acquisition unit 222, and a current position acquisition unit 223, as shown in FIG. It can communicate with the route setting system 23 , the plurality of GSEs 13 and the operator terminal 15 . The schedule creation unit 221 creates a ground support schedule by a plurality of GSEs 13 based on the flight schedule provided by the air traffic control 21, the worker-related data, and the GSE-related data. Flight schedules may be received from airlines. The model information acquisition unit 222 acquires the model information of the aircraft 100 on which ground support operations are performed by the GSE 13 from the flight schedule described above. The current location acquisition unit 223 acquires the current location of each GSE 13 from the location information acquisition unit 42 (described above) of the GSE 13 .

The data that the GSE control 22 refers to in the schedule creation unit 221 is shown below.
FIG. 8(a) shows an example of a flight schedule. GSE control 22 receives the flight schedule from air traffic control 21 via communication unit 220 . At this time, the GSE control 22 may process the received flight schedule into data as shown in FIG. 8(a). In addition, it is desirable that the flight schedule is accompanied by a cargo list as shown in FIG. 8(b). The cargo list is generated for each flight number in FIG.

FIG. 9A shows an example of worker-related data. The worker-related data includes the work content that the worker can handle, the type of GSE 13 that can be operated and used, the work status (attendance status) of the day, and the like. Also, it is desirable that each worker is individually assigned a worker ID.

FIG. 9B shows an example of GSE-related data. The GSE-related data includes the GSE ID assigned to each GSE 13, the type of GSE 13 (model and model, etc.), the model of the aircraft 100 that can be handled, the auxiliary equipment attached to the GSE 13, the operating status (normal operation, maintenance , during abnormalities, during manned or unmanned operation, etc.), current standby location (if in operation, the gate number during work, etc.). The schedule creation unit 221 preferably creates a ground support schedule based on the current positions of the GSE 13 and the worker in addition to the flight schedule, worker-related data and GSE-related data as described above.

FIG. 10 is a table showing an example of a ground support schedule. The ground support schedule includes the departure and arrival times of the aircraft 100, the runway at the time of departure and arrival, the gate number for ground support work, the model of the aircraft 100, the worker in charge of each work content, the GSE ID to be used, and the like. For example, for flight number 1, a worker with a worker ID of 001 uses a high lift loader with a GSE ID of HL-01 and is in charge of unloading cargo. In FIG. 10, PS indicates a passenger step, TT indicates a towing tractor, and BL indicates a belt loader. The ground support schedule also includes information on the weight of cargo carried into aircraft 100 by each GSE 13, the weight of cargo unloaded from aircraft 100, the loading position of cargo within aircraft 100, and the like. . The types of data included in the ground support schedule created by the GSE control 22 are not limited to those shown in FIG. 10 and can be changed as appropriate. The ground support schedule may include, for example, work start times and scheduled end times.

After creating the ground support schedule, the GSE control 22 transmits the respective schedules to the GSE 13 and worker terminal 15 . FIG. 11 shows the ground support schedule transmitted to the worker terminal 15. As shown in FIG. In this embodiment, the ground assistance schedule transmitted to the worker terminal 15 of each worker is only information related to the work that the worker is in charge of. 12 shows the ground support schedule transmitted to the GSE 13. FIG. In this embodiment, each GSE 13 is sent only information about the work that the GSE 13 is in charge of. Furthermore, since the ground support schedule of FIG. 12 includes the worker ID, the worker who got on board inputs the worker ID to the ID acquisition unit of the GSE 13, and the worker according to the schedule gets on. It is possible to check whether

(Flow of operation management by GSE control 22)
FIG. 13 is a flow chart showing the flow of operation management of the GSE 13 by the airport system 10. As shown in FIG. The GSE control 22 receives a flight schedule in advance (for example, the day before) from the air traffic control 21 (step S201). Upon receiving the flight schedule, the GSE control 22 creates a ground support schedule based on the flight schedule (step S202). When GSE control 22 creates a ground support schedule, it may refer to data other than the flight schedule, operator-related data, and GSE-related data. Based on the flight schedule, worker-related data and GSE-related data, the GSE control 22 identifies the work required for each flight, determines the worker in charge of each work and the GSE 13 to be used, Create an assistance schedule. After creating the ground support schedule (step S202), the GSE control 22 transmits at least part of the data included in the ground support schedule to the worker terminal 15 and the GSE 13 (step S203).

When the worker receives the ground support schedule data from the GSE control 22 (step S101), the worker performs work according to the ground support schedule. First, the worker moves to GSE 13 as determined by the ground support schedule. When the GSE control 22 prepares the ground support schedule, the current position acquired by the position information acquisition unit 42 of the GSE 13 is used, for example, the GSE 13 closest to the work gate 3 or the work area 102 is used. Thus, the travel distance of the GSE 13 may be optimized. Upon arrival at the GSE 13, the worker causes the ID acquisition unit 45 to read the worker ID. If there is no problem, the GSE 13 is automatically driven to the work place by the guidance route setting system 23, the approach route setting system 24, and the travel control unit of the GSE 13, and then the worker performs the predetermined work. Note that the GSE 13 may be manually operated by an operator instead of being automatically operated.

At an appropriate timing during the work or after the work is completed, the worker transmits work progress data to the GSE control 22 (step S102), and the GSE 13 transmits vehicle state data to the GSE control 22 (step S302). Upon receiving the work progress data and the vehicle status data (step S204), the GSE control 22 checks the progress of the work and whether any abnormality has occurred based on the received work progress data and vehicle status data. Then, if necessary, the ground support schedule is recreated (hereinafter referred to as rescheduling) (step S205). Details of when rescheduling is performed will be described later. When rescheduling is performed, at least part of the data included in the recreated ground support schedule is transmitted to the worker terminal 15 and GSE 13 (step S206).

After that, the above contents are repeated. That is, upon receiving the recreated ground support schedule data (step S103), the worker performs work according to the ground support schedule and transmits work progress data to the GSE control 22 at appropriate timing (step S104). When the GSE 13 receives the recreated ground support schedule data (step S303), it can use the worker ID to determine whether the worker is correct. The GSE 13 transmits the vehicle state data to the GSE control 22 at appropriate timing (step S304). Upon receiving the work progress data and vehicle status data (step S207), the GSE control 22 executes rescheduling as necessary (step S208).

(Determination of necessity of rescheduling)
The GSE control 22 determines whether rescheduling is necessary after a predetermined period of time (here, n minutes) has elapsed. Whether or not rescheduling is necessary is determined based on the work progress data transmitted from the worker terminal 15 and the vehicle state data transmitted from the GSE 13 . For example, when the work delay time is equal to or greater than a predetermined threshold, it is determined that rescheduling is necessary, and rescheduling is executed. Also, even if n minutes have not passed, there may be changes in the flight schedule (flight changes (change in landing time, change in take-off time, cancellation), change in gate number, change in runway, change in aircraft type, etc.). etc.), an abnormality occurs in the GSE 13 (when data indicating an abnormality in the GSE 13 is included in the work progress data transmitted from the worker terminal 15 or the vehicle status data transmitted from the GSE 13), the worker When an abnormality occurs (the work progress data transmitted from the worker terminal 15 includes data indicating an abnormality of the worker), immediately without determining whether rescheduling is necessary or not. to reschedule. If a worker, a tow truck, or an ambulance are required to respond to the occurrence of an abnormality in the GSE 13, it is preferable that the GSE control 22 also make arrangements for them at the same time. In addition, when a worker or an ambulance is required to respond to a worker's anomaly, it is preferable that the GSE control 22 arranges for them at the same time.

As described above, in the GSE control 22 according to this embodiment, the GSE control 22 creates a ground support schedule based on the flight schedule available from the air traffic control 21 in advance. Therefore, it is not necessary for the operator to check the flight schedule and prepare the ground support schedule by himself/herself, and the burden on the operator can be reduced. Also, at least part of the GSE 13 may be electrically driven. In this case, the vehicle status data transmitted from the GSE 13 to the GSE control 22 may include data indicating whether the GSE 13 is being charged and data regarding the amount of remaining power in the GSE 13 . Furthermore, by considering the charging timing of the GSE 13 when the GSE control 22 prepares the ground support schedule, it is possible to operate the GSE 13 efficiently. The GSE control 11 may store vehicle operation data including vehicle status data, remaining power amount, position information, etc. of the GSE 13, and based on this data, prediction of maintenance timing, failure detection, and failure prediction of the GSE 13 may be performed. Deep learning and machine learning may be used for these predictive maintenance and failure detection. In addition, by recording the location information of the GSE 13 at regular intervals and analyzing the operation route of the GSE 13 in the airport, it is possible to optimize the algorithm for creating the ground support schedule in the GSE control 22. be.

(guidance route setting system)
As mentioned above, GSE control 22 includes guidance routing system 23 . The guidance route setting system 23 will be described below. The guide route setting system 23 has a communication unit 230, a work position determination unit 231, a current position acquisition unit 232, a route setting unit 233, and a reserved area setting unit 234, as shown in FIG. The guidance route setting system 23 can communicate with other functional units of the GSE control 22 , the plurality of GSEs 13 and the operator terminal 15 via the communication unit 230 . The work position determination unit 231 determines the work position of each GSE 13 within the work area 102 based on the stop position of the aircraft 100, model information, and the like. A plane grid G as shown in FIG. 7 is assigned in advance to the work area 102, and the stop position of the aircraft 100 is determined on the plane grid G by the map information of the airport sent from the GSE control 22 and the aircraft type. Determined based on information. The current location acquisition unit 232 acquires the current location of each GSE 13 from the location information acquisition unit 42 of each GSE 13 . The route setting unit 233 sets a guidance route from the current position of each GSE 13 to the work position. The reserved area setting unit 234 sets at any time a reserved area at least ahead of each GSE 13 in the traveling direction, into which other GSEs 13 cannot enter. The specific processing performed by the guidance route setting system 23 will be described below.

FIG. 14 is a flow chart showing a series of processes when moving the GSE 13 to the working position. First, the work position determination unit 231 of the guidance route setting system 23 sets a plane grid G in the work area 102 as shown in FIG. 7 (step S1001, plane grid setting step). When setting the plane grid G, the stop position of the aircraft 100 is obtained from the airport map information sent from the GSE control 22, the model information of the aircraft 100, and the like. A grid-like plane grid G is set in the work area 102 including the aircraft 100 stopped at the gate 3 . The size of the plane grid G and the fineness of the grid may be changed according to the size of the aircraft 100, for example. Also, the plane grid G may be fixed in advance.

Subsequently, the work position determination unit 231 of the guidance route setting system 23 determines the work position of each GSE 13 (step S1002, work position determination step). FIG. 15 illustrates a working position P1 of the refueling truck 13a and a working position P2 of the high lift loader 13d as an example of working positions. The work positions P1 and P2 are set for each square of the plane grid G based on the stop position of the aircraft 100, model information, and the like. Also, the current position acquisition unit 232 of the guidance route setting system 23 acquires the current position of each GSE 13 that performs ground support work (step S1003, current position acquisition step).

Next, the route setting unit 233 of the guidance route setting system 23 sets a guidance route from the current position of each GSE 13 performing ground support work to the work position, and transmits it to each GSE 13 (step S1004, route setting step). FIG. 16 shows a guide route R1 for the refueling truck 13a and a guide route R2 for the high lift loader 13d as an example of the guide route. The guide routes R1 and R2 are basically set so as to pass through the traffic road 103 (see FIG. 16) set around the work area 102 outside the setting area of the plane grid G. Further, within the setting area of the plane grid G, the guide routes R1 and R2 are set in units of squares (see hatching in FIG. 16).

Each GSE 13 that has received the guide route for its own vehicle starts traveling along the set guide route (step S2001). At this time, if the GSEs 13 start moving all at once, the GSEs 13 may interfere with each other. Therefore, the route setting unit 233 preferably also determines the order in which the GSEs 13 move when setting the guide route for each GSE 13 . For example, if the refueling vehicle 13a is first moved and the high lift loader 13d is started to move at the timing when the refueling vehicle 13a enters the planar grid G, interference between the refueling vehicle 13a and the high lift loader 13d can be prevented. .

The driving control unit 44 of each GSE 13 can realize automatic driving by a general method by recognizing the white line or the like indicating the driving lane while driving on the traffic road 103 . However, there are no white lines or markers indicating the driving lanes in the work area 102, and the guidance route changes each time depending on the stop position and model of the aircraft 100, so it is difficult to adopt a general automatic driving method. Therefore, when each GSE 13 enters the work area 102, that is, the set area of the planar grid G, automatic operation is performed as follows.

Each GSE 13 also receives the coordinate information of the planar grid G when receiving the information on the guidance route from the guidance route setting system 23 . The traveling control unit 44 of each GSE 13 acquires the current position of the own vehicle at any time when traveling within the set area of the planar grid G, and grasps which square of the planar grid G the vehicle is located. Then, the vehicle travels along the guidance route while confirming the square to which it should proceed next.

In order to avoid collisions between the GSEs 13 within the set area of the planar grid G, the reserved area setting unit 234 of the guidance route setting system 23 sets a reserved area, at least forward of each GSE 13 in the traveling direction, into which other GSEs 13 cannot enter. set and transmit to all GSEs 13 (step S1005). In FIG. 17, as an example of the reserved areas, a reserved area S1 for the refueling vehicle 13a and a reserved area S2 for the high lift loader 13d are hatched. The reserved areas S1 and S2 are also set on the sides and rear in the direction of travel, but the reserved area should be set at least forward in the direction of travel. The reserved area setting unit 234 updates the reserved area as needed according to the running of each GSE 13, and transmits the updated reserved area to all the GSEs 13 each time.

The travel control unit 44 of each GSE 13 confirms whether or not the reserved area of the own vehicle overlaps with the reserved area of another GSE 13 when traveling within the set area of the planar grid G (step S2002). If the reserved areas do not overlap (NO in step S2002), the vehicle continues to travel along the guidance route (step S2003). On the other hand, if the reserved area overlaps (YES in step S2002), the process is temporarily stopped (step S2004) and waits until the reserved area overlap with another GSE 13 is resolved. Here, it is preferable to determine in advance which GSE 13 is preferentially run when the reserved areas overlap. For example, the route setting unit 233 may decide the order of priority, or the one with the faster running speed may be run first. It should be noted that when the reserved areas overlap, the guidance route may be reset instead of the temporary stop.

The priority of each GSE 13 will be supplemented. The route setting unit 233 may determine the order of moving each GSE 13 to the work position by prioritizing each GSE 13 . For example, the priority of the GSE 13 that needs to move to the next work area 102 immediately may be set high, or the road width, the size of the vehicle, the arrangement of other GSEs 13, the work procedure, etc., may be set first. By setting a high priority to the GSE 13 that needs to go to the work position, it becomes possible to go to the work position with priority over the other GSEs 13 . Also, when performing joint work with multiple types of GSE 13 (for example, using a high lift loader or container loader and a towing tractor that pulls a cargo dolly to carry cargo into and out of an aircraft), one of the Even if the GSE 13 has arrived at the work position, the work may not be started until the GSE 13 with which the work is to be performed arrives. Therefore, it is preferable to set a high priority for the GSEs 13 that work together.

Furthermore, unless the GSE 13 that was previously working at the work position leaves the work position, the GSE 13 scheduled to work next cannot arrive at the work position (for example, if the passenger step scheduled to work next If it is not possible to approach the passenger entrance of the aircraft without exiting from the exit), it is preferable to set the priority of the GSE 13 that was in the work position first so that it can exit promptly. In addition, the GSE 13 that needs to move from a distant work area 102 to the next work area 102 may be given a high priority.

Also, the priority may be set by a worker who is scheduled to board the GSE 13 or a worker who is currently boarding. For example, a GSE 13 with a person on board who cannot start work unless the worker is at the work position, such as a work supervisor for loading cargo onto an aircraft, may be given a higher priority. By assigning priorities in this way, when the GSE control 22 changes the schedule of the GSE 13 and the worker due to a change in the flight schedule or occurrence of a delay, the GSE 13 will not deadlock on the guide route of the GSE 13. It is possible to prevent the GSE 13 from being in a state such as a traffic jam and the GSE 13 not being able to operate according to the schedule.

Each GSE 13 confirms whether or not it has arrived at the work position (step S2005), and when it arrives at the work position (YES in step S2005), it stops traveling and starts ground support work. On the other hand, if it has not arrived (NO in step S2005), it continues to travel to the work position while repeating steps S2002 to S2005.

As described above, according to the guidance route setting system 23 of the present embodiment, the work position of the GSE 13 is determined based on the stop position and model information of the aircraft 100, and the guidance route to the work position is automatically set. Therefore, the GSE 13 can be accurately and quickly moved to the working position. Therefore, ground support work can be carried out smoothly.

The guidance route setting system 23 of this embodiment can communicate with the GSE control 22 . For this reason, the GSE control 22, which receives flight schedule changes from the air traffic control 21, responds to the runway, gate 3 (work area 102), aircraft model changes, schedule delays, work content changes, etc. Schedule workers. This makes it possible to quickly respond to the ever-changing situation in the airport. The schedule of the GSE 13 also changes from moment to moment, but since the guidance route setting system 23 of this embodiment can communicate with the GSE control 22, the guidance route of the GSE 13 is determined based on the schedule created and reviewed by the GSE control 22. can be reconsidered according to circumstances. When examining the guidance route of the GSE 13, the guidance route setting system 23 may also consider where the operator should get on and off the vehicle.

Moreover, there is no restriction on where the functional units 230 to 234 of the guidance route setting system 23 are physically provided, and at least a part of the functional units 230 to 234 may be incorporated in the GSE control 22 or GSE 13 . For example, the guidance route setting system 23 as a whole may form part of the GSE control 22 . Furthermore, the function of the reserved area setting unit 234 may be provided to the travel control unit 44 of the GSE 13 . In this case, the reserved area set by each GSE 13 may be transmitted to other GSEs 13 via the guidance route setting system 23, or may be directly transmitted and received between the GSEs 13. FIG.

Also, it is preferable to set a space overlapping with the aircraft 100 and the boarding bridge 4 as a reserved area. However, this is not the case when the GSE 13 can run under the wing of the aircraft 100 or under the boarding bridge 4 . In this case, the guidance route setting system 23, height information of each GSE 13 (current height information in the case of GSE whose height changes such as passenger step, belt loader, high lift loader), the height of the boarding bridge 4 It is also possible to determine whether or not each GSE 13 can travel under the wings of the aircraft 100 or under the boarding bridge 4 by grasping the height information and the height information of the wings of the aircraft 100 . Further, if there is a refueling port or a power supply port under the wing or fuselage of the aircraft 100, the refueling truck or the airport power supply vehicle may be allowed to travel under the aircraft 100 as necessary.

In addition, like a towing tractor that transports cargo, the GSE 13 that pulls one to several dollys monitors the movement of the towed dolly with a laser sensor etc. A reserved area may be set for the dolly as well as reflecting the operation.

In the above embodiment, all GSEs 13 share the information of the reserved area. information may be shared only with the GSE 13 of the

(Approach route setting system)
As mentioned above, GSE control 22 includes approach routing system 24 . The approach route setting system 24 will be described below. The approach route setting system 24 includes, as shown in FIG. 246 , a simulation unit 247 , a schedule acquisition unit 248 , and a work progress data acquisition unit 249 . The approach route setting system 24 can communicate with other functional units of the GSE control 22 , the guidance route setting system 23 , the plurality of GSEs 13 and the worker terminal 15 via the communication unit 240 .

The entrance/exit position prediction unit 241 predicts the relative position of the work entrance/exit 14 corresponding to each GSE 13 with respect to the GSE 13 based on the model information acquired by the model information acquisition unit 222 of the GSE control 22 . More specifically, the entrance/exit position prediction unit 241 predicts the reference height, which is information included in the model information and is the height of the work entrance/exit 14 when the weight of the load on the aircraft 100 is a predetermined reference weight. Based on the positional information, the vertical relative height position of the work entrance/exit 14 with respect to the height of the connecting portion 46 (see FIG. 6) of each GSE 13 is predicted. Note that the “load” includes not only cargo and baggage but also water, fuel, crew members, passengers, and other items loaded inside the aircraft 100 . Further, in the present embodiment, the “predetermined reference weight” may be, for example, 0, or the weight of the load on the aircraft 100 immediately before landing at the airport 1 . What value the predetermined reference weight should be is set in advance. Further, the entrance/exit position prediction unit 241 predicts the work entrance/exit relative to the current position of each GSE 13 based on the plane position information of the work entrance/exit 14 on the plane when the aircraft 100 is viewed from above, which is information included in the model information. Predict 14 horizontal relative horizontal positions.

The entrance/exit position detection unit 242 detects an accurate relative horizontal position of the work entrance/exit 14 with respect to the current position of the GSE 13 by causing the laser irradiation unit 43 (described above) of the GSE 13 to irradiate the work entrance/exit 14 with laser light. More specifically, the entrance/exit position detection unit 242 refers to the relative height position and the relative horizontal position predicted by the entrance/exit position prediction unit 241, and the laser irradiation unit 43 detects a position near the work entrance/exit 14 of the aircraft 100. Irradiate the laser. Then, the entrance/exit position detection unit 242 causes the laser irradiation unit 43 to change the irradiation direction of the laser along the horizontal direction, and detects unevenness of the aircraft 100 due to the opening of the operation entrance 14 . Detect precise relative horizontal position.

The approach route setting unit 243 sets an approach route for making the connection portion 46 approach the work doorway 14 by height adjustment based on the relative height position of the work doorway 14 predicted by the doorway position prediction unit 241 . The approach route setting unit 243 moves the connecting part 46 closer to the work entrance 14 by moving the GSE 13 from a predetermined position based on the relative horizontal position of the work entrance 14 detected by the entrance position detection unit 242 . Set an approach route. The current location acquisition unit 244 acquires the current location of each GSE 13 from the location information acquisition unit 42 of each GSE 13 .

The schedule acquisition unit 248 obtains the work schedule of each GSE 13, which includes the weight of cargo carried into aircraft 100 by each GSE 13, the weight of cargo unloaded from aircraft 100, and the weight of cargo carried out of aircraft 100. Obtain a work schedule that includes information about the loading location and The ground support schedule is set based on the amount of fuel scheduled to be replenished, the amount of water supply and drainage, passenger seat reservation status, the weight of passenger baggage and cargo, the loading position, the timing of loading and unloading, and the like. The schedule acquisition unit 248 may, for example, acquire the work schedule by receiving the ground support schedule created by the schedule creation unit 221, and create the work schedule independently of the schedule creation unit 221. It's okay.

The work progress data acquisition unit 249 acquires work progress data regarding the progress of the work schedule by each GSE 13 . The work progress data acquisition unit 249 acquires work progress data by communicating with the position information acquisition unit 42 of each GSE 13, the connection part 46, and the worker terminal 15, for example. Further, the work progress data acquisition unit 249 may acquire work progress data based on the passenger's passing through the gate 3 . Furthermore, if a reading device (not shown) is attached to the GSE 13 to read the ID attached to the load when it is carried into and out of the aircraft 100, the work progress data acquisition unit 249 reads Based on the ID information that has been read, work progress data regarding the state of work progress may be obtained. Furthermore, if a flow meter (not shown) is provided in the GSE 13 that performs oil supply, water supply, and drainage, the work progress data acquisition unit 249 determines the amount of oil supply, water supply, and drainage measured by the flow meter. You may acquire work progress data regarding the status of progress.

The weight acquisition unit 245 acquires the predicted weight, which is the weight of the load on the aircraft 100 when the entrance/exit position prediction unit 241 predicts the relative height position. In this embodiment, the weight acquisition unit 245 calculates the carry-in weight and carry-out weight of the load when the doorway position prediction unit 241 predicts the relative height position based on the comparison between the work schedule and the work progress data. . Then, the weight acquisition unit 245 calculates the predicted weight from the difference between the calculated carry-in weight and carry-out weight of the load.

The tilt acquisition unit 246 acquires a predicted tilt amount that is the tilt amount of the aircraft 100 with respect to the reference plane when the entrance/exit position prediction unit 241 predicts the relative height position. The reference plane may be, for example, a horizontal plane or a plane parallel to the slope of the airport 1 on which the aircraft 100 lands. A reference plane is set in advance. In this embodiment, the tilt acquisition unit 246 determines the carry-in weight and carry-out weight of the load when the entrance/exit position prediction unit 241 predicts the relative height position based on the comparison between the work schedule and the work progress data, and the aircraft The loading position of the load within 100 is calculated. Then, the predicted tilt amount is calculated from the calculated carry-in weight, carry-out weight, and loading position of the load. More specifically, the tilt acquisition unit 246 calculates the center-of-gravity position of the aircraft 100 at which the moment is 0 from the carry-in weight, carry-out weight, and loading position of the load at the time of prediction of the relative height position. Then, the tilt acquisition unit 246 calculates the predicted tilt amount, which is the tilt amount of the work entrance 14 with respect to the reference plane, with reference to the center-of-gravity position of the aircraft 100 when the relative height position is predicted.

The simulation unit 247 performs a simulation of the approaching motion of bringing the GSE 13 and the connecting portion 46 of the GSE 13 closer to the work doorway 14 along the approach route set by the approach route setting unit 243 . The simulation by the simulation unit 247 is performed in advance before the approaching motion of the GSE 13 is actually performed.

An example of a specific method of simulation by the simulation unit 247 will be described below. 3D data of the aircraft 100 and 3D data of the GSE 13 are input in advance to the simulation unit 247 . The simulation unit 247 reproduces the positional relationship between the aircraft 100 and the GSE 13 on the system when the approach route setting unit 243 sets the approach route. Then, the simulation unit 247 executes a simulation of an approaching operation in which the 3D data of the GSE 13 approaches the 3D data of the aircraft 100 on the system.

Specific processing performed by the airport system 10 including the approach route setting system 24 will be described below with reference to FIGS. 3 to 5. FIG. 3 and 4 are flowcharts showing a series of processes when the GSE 13 approaches the work doorway 14 of the aircraft 100. FIG. FIG. 5 is a flow chart showing a series of processes when the relative height position of the work doorway 14 is predicted in step S17, which will be described later. First, as described above, the schedule creation unit 221 of the GSE control 22 creates a ground support schedule for the GSE 13 based on the flight schedule transmitted in advance (for example, the day before) from the air traffic control 21 (step S11). The ground support schedule includes, for example, worker-related data (see FIG. 9(a)), GSE-related data (see FIG. 9(b)), the GSE 13 to be used, the worker in charge, the operation schedule of the GSE 13, the work in charge This includes the work schedule of each person.

Subsequently, the model information acquiring unit 222 acquires the model information of the aircraft 100 on which ground support work is to be performed in the flight schedule (step S12). The model information includes position information of each work entrance/exit 14 in the aircraft 100, stop position information of the aircraft 100 at the airport 1, and height of each work entrance/exit 14 when the weight of the cargo on the aircraft 100 is a predetermined reference weight. It includes information such as the position information of the reference height, which is the height. The guidance route setting system 23 and the approach route setting system 24 receive the model information acquired by the model information acquisition unit 222 via the communication units 230 and 240 . That is, the communication unit 230 in this embodiment plays the role of the model information acquisition unit of the guide route setting system 23, and the communication unit 240 plays the role of the model information acquisition unit in the approach route setting system 24 of the present invention. . The guidance route setting system 23 or the approach route setting system 24 may separately have a model information acquisition unit for directly acquiring model information.

Next, as shown in FIG. 7, the guidance route setting system 23 sets a plane grid G in a work area 102, which is an area within the airport 1 that includes the aircraft 100 and where ground support work is performed by a plurality of GSEs 13. (Step S13). When setting the plane grid G, the map information of the airport 1 stored in the GSE control 22 and the model information of the aircraft 100 are referred to. A grid-like planar grid G is set in a work area 102 including the aircraft 100 stopped at a predetermined gate 3 . At this time, on the planar grid G, a low-speed area E1, which is a region around the aircraft 100 and causes the GSE 13 to travel at a low speed, and a A slow-speed area E2 in which the GSE 13 travels at a speed lower than that of the low-speed area E1, and an area around the aircraft 100 that is closer to the aircraft 100 than the slow-speed area E2. and a super slow speed area E3 in which the vehicle is caused to travel at a lower speed than the traveling speed of the slow speed area E2 is defined in advance. According to this configuration, when the GSE 13 is caused to travel based on the planar grid G by the travel control unit 44 , the GSE 13 can travel at a lower speed as it approaches the aircraft 100 . As a result, it becomes possible to safely perform travel control when the GSE 13 approaches the aircraft 100 , thereby avoiding contact between the GSE 13 and the aircraft 100 .

The low speed area E1, the slow speed area E2, the super slow speed area E3, and the speed limit of each area are set according to the ISAGO (IATA Safety Audit for Ground Operations) standard recommended by the International Air Transport Association (IATA), for example. . Specifically, the low speed area E1 is an area from a position 4 m away from the aircraft 100 to a position 8 m away. The slow speed area E2 is an area from a position 2 m away from the aircraft 100 to a position 4 m away. The super slow speed area E3 is an area from the aircraft 100 to a position 2 m away. The maximum speed limit of the low speed area E1 is 5 km/h, the maximum speed limit of the slow speed area E2 is 2 km/h, and the maximum speed limit of the super slow speed area E3 is 0.7 km/h. In FIG. 7, the super-slow speed area E3 is the hatched portion closest to the aircraft 100 in the area around the aircraft 100, and the slow-speed area E2 is the hatched portion outside the super-slow speed area E3, The low speed area E1 is a hatched portion outside the slow speed area E2. The size of the plane grid G and the fineness of the grid may be changed according to the size of the aircraft 100 and the ranges of the low speed area E1, the slow speed area E2 and the super slow speed area E3, for example. Also, the plane grid G may be fixed in advance.

Next, the current position acquisition unit 244 of the approach route setting system 24 communicates with the position information acquisition unit 42 of each GSE 13 that has acquired the position information of the own vehicle acquired by receiving the GPS signal, thereby obtaining the current position of each GSE 13. A position is acquired (step S14). In the following flow, acquisition of the current position of each GSE 13 is performed as needed. Note that the current position acquisition unit 244 may not be included in the approach route setting system 24 . In this case, the approach route setting system 24 receives the current position of each GSE 13 acquired by the current position acquisition unit 223 of the GSE control 22 or the current position acquisition unit 233 of the guidance route setting system 23 via the communication unit 240. Get by. That is, in this case, in the approach route setting system 24, the communication section 240 functions as a current position acquisition section.

The route setting unit 233 of the guidance route setting system 23 acquires the stop position information of the aircraft 100 included in the model information acquired by the model information acquisition unit 222 of the GSE control 22, the position information of each work entrance 14, and the current position acquisition unit Based on the current position of the GSE 13 acquired by 232, a guidance route is set for each GSE 13 to approach the work doorway 14 corresponding to the GSE 13, and is transmitted to each GSE 13 (step S15). In this embodiment, when the GSE 13 approaches a predetermined position where the GSE 13 and the working doorway 14 reach a predetermined value, the GSE 13 is temporarily stopped. In this embodiment, the predetermined position is the position of the boundary between the slow speed area E2 and the super slow speed area E3 where the distance between the GSE 13 and the corresponding work doorway 14 is 2 m.

Each GSE 13 that has received the guidance route of its own vehicle starts traveling along the guidance route transmitted from the route setting unit 233 (step S31). At this time, each GSE 13 starts traveling in order according to the operation schedule of each GSE 13 included in the ground support schedule created in step S11.

The travel control unit 44 of each GSE 13 guides each GSE 13 to a predetermined position along the guide route. Until the GSE 13 reaches the work area 102, the travel control unit 44 recognizes white lines, markers, etc. that indicate the travel lane (not shown) of the GSE 13 in the airport 1, thereby realizing automatic driving by a general method. can do. However, there are no white lines or markers indicating the driving lane in the work area 102, and the positions of other GSEs 13 and equipment that may be obstacles, the stop position of the aircraft 100, and the guidance route change each time depending on the model. method is difficult to adopt. Therefore, when each GSE 13 enters the work area 102, that is, the area where the plane grid G is set, automatic operation is performed as follows.

Each GSE 13 also receives the coordinate information of the plane grid G when receiving the information about the guide route from the route setting unit 233 . The traveling control unit 44 of each GSE 13 acquires the current position of the own vehicle at any time when traveling within the set area of the planar grid G and grasps which square of the planar grid G the vehicle is located. Then, the vehicle travels along the guidance route while confirming the square to which it should proceed next. Note that the coordinate information of the plane grid G does not necessarily have to be received at the above timing, and may be received in advance.

When the current position of the own vehicle reaches the low speed area E1 set on the plane grid G (step S32: YES), the travel control unit 44 of each GSE 13 sets the travel speed of the own vehicle to the maximum speed limit of the low speed area E1. is 5 km/h or less (step S33). When the current position of the own vehicle has not reached the low-speed area E1 set on the plane grid G (step S32: NO), the travel control unit 44 of each GSE 13 sets an arbitrary speed until the vehicle reaches the low-speed area E1. to drive the vehicle.

When the current position of the own vehicle reaches the slow speed area E2 set on the plane grid G (step S34: YES), the travel control unit 44 of each GSE 13 sets the travel speed of the own vehicle to the maximum speed limit of the slow speed area E2. is 2 km/h or less (step S35). When the current position of the own vehicle has not reached the slow speed area E2 set on the plane grid G (step S34: NO), the traveling control unit 44 of each GSE 13 sets the speed at 5 km/h until the vehicle reaches the slow speed area E2. Drive your vehicle at the following speeds:

Subsequently, as shown in FIG. 4, the travel control unit 44 of each GSE 13, when the current position of the own vehicle reaches the ultra-low speed area E3 set on the plane grid G (step S36: YES), The driving of the vehicle is temporarily stopped, and a signal requesting opening of the entrance/exit 14 for work is transmitted to the GSE control 22 (step S37). As described above, when the GSE 13 of the present embodiment travels to the position when it reaches the ultra-low speed area E3 (predetermined position where the distance between each GSE 13 and the corresponding work entrance 14 is 2 m) , is controlled to stop once. When the current position of the own vehicle has not reached the super-slow speed area E3 set on the plane grid G (step S36: NO), the travel control unit 44 of each GSE 13 reaches the super-slow speed area E3. Drive your vehicle at a speed of 2 km/h or less. In the present embodiment, the ultra-slow speed area E3 is an area up to a position 2 m away from the aircraft 100, but there is no limit to the distance to the work loading/unloading entrance 14 or the aircraft 100. You may change according to GSE13.

Upon receiving the signal requesting the opening of the work doorway 14, the GSE control 22 instructs the worker in charge of opening and closing the work doorway 14 to open the work doorway 14 corresponding to the GSE 13 that transmitted the signal. A notification is sent to the terminal 15 (step S16). This notification may be sent to the worker terminal 15 in advance before or at the start of work. Then, the entrance/exit position prediction unit 241 of the approach route setting system 24 determines the working distance for the height of the connecting part 46 of the GSE 13 based on the position information of the reference height included in the model information acquired by the model information acquisition unit 222 . The vertical relative height position of the doorway 14 is predicted (step S17).

Here, FIG. 5 shows a series of processes executed by the entrance/exit position prediction unit 241, the weight acquisition unit 245, and the inclination acquisition unit 246 when the relative height position of the work entrance/exit 14 is predicted in step S17. Description will be made below with reference to.

The doorway position prediction unit 241 first predicts the relative height position of the work doorway 14 based on the reference height position information included in the model information (step S171). The weight acquisition unit 245 acquires the predicted weight, which is the weight of the load on the aircraft 100 when the doorway position prediction unit 241 predicts the relative height position of the work doorway 14 (step S271). Then, the weight acquisition unit 245 transmits the acquired predicted weight to the entrance/exit position prediction unit 241 (step S272). The tilt acquisition unit 246 also acquires a predicted tilt amount, which is the tilt amount of the aircraft 100 with respect to the reference plane when the doorway position prediction unit 241 predicts the relative height position of the work doorway 14 (step S371). Then, the tilt obtaining unit 246 transmits the obtained predicted tilt amount to the entrance/exit position predicting unit 241 (step S372).

The entrance/exit position prediction unit 241 receives the predicted weight transmitted from the weight acquisition unit 245 (step S172), and receives the predicted tilt amount transmitted from the tilt acquisition unit 246 (step S173). Then, the entrance/exit position prediction unit 241 calculates the amount of sinking of the tires of the aircraft 100 based on the comparison between the reference weight and the predicted weight included in the model information and the predicted tilt amount, and calculates the relative height position. is corrected (step S174). The relative height position of the entrance/exit 14 for work is predicted by the series of processes described above.

Subsequently, the entrance/exit position prediction unit 241 calculates the current position of each GSE 13 acquired by the current position acquisition unit 244, the stop position information and work entrance/exit of the aircraft 100 included in the model information acquired by the model information acquisition unit 222. Based on the plane position information of 14, the relative horizontal position of the work entrance 14 with respect to the current position of the GSE 13 is predicted (step S18). The approach route setting system 24 acquires the model information acquired by the model information acquisition unit 222 of the GSE control 22 via the communication unit 240 . Note that, in this embodiment, the plane when the aircraft 100 is viewed from above is, for example, a plane parallel to the plane of FIG. 7 . Further, the planar position information of the work entrance 14 may be, for example, coordinate information of the work entrance 14 in the entire airport 1 or relative coordinate information of the work entrance 14 with respect to the aircraft 100 .

The entrance/exit position detection unit 242 of the approach route setting system 24 refers to the relative height position and relative horizontal position of the work entrance/exit 14 predicted by the entrance/exit position prediction unit 241, and detects the aircraft 100 by the laser irradiation unit 43 of each GSE 13. A laser is irradiated toward a position near the doorway 14 for work. Then, the entrance/exit position detection unit 242 causes the laser irradiation unit 43 to change the irradiation direction of the laser along the horizontal direction, and detects unevenness of the aircraft 100 due to the opening of the operation entrance 14 . An accurate relative horizontal position is detected (step S19). For example, FIG. 18 shows how the laser irradiation unit 43 of the passenger step 13e (GSE 13) irradiates the laser toward the entrance/exit 14b (work entrance/exit 14). The entrance/exit position detection unit 242 of the approach route setting system 24 first refers to the relative height position and relative horizontal position of the entrance/exit 14b with respect to the passenger step 13e predicted by the entrance/exit position prediction unit 241, and determines the vicinity of the entrance/exit 14b. A laser is irradiated from the laser irradiation unit 43 of the passenger step 13e toward the position of . Then, the entrance/exit position detection unit 242 causes the laser irradiation unit 43 of the passenger step 13e to change the irradiation direction of the laser along the horizontal direction (the solid line arrow in FIG. 18) (the irradiated laser is the broken line arrow in FIG. 18). , by detecting the irregularities of the aircraft 100 due to the open entrance 14b, the accurate relative horizontal position of the entrance 14b with respect to the passenger step 13e is detected.

Next, the approach route setting unit 243 of the approach route setting system 24 height-adjusts the connection portion 46 of the GSE 13 for work based on the relative height position of the work doorway 14 predicted by the doorway position prediction unit 241. A vertical access route for approaching the doorway 14 is set (step S20). Also, the approach route setting unit 243 moves each GSE 13 from a predetermined position based on the current position of the GSE 13 and the relative horizontal position of the work entrance 14 detected by the entrance position detection unit 242 . A horizontal approach path is set for approaching the work doorway 14 (step S20).

Subsequently, the simulation unit 247 executes a simulation of the approaching motion of bringing the GSE 13 and the connection part 46 closer to the work doorway 14 along the approach route set by the approach route setting unit 243 (step S21). If the simulation performed by the simulation unit 247 determines that there is a possibility of contact between the GSE 13 traveling on the approach route and the aircraft 100 (S22: YES), the process returns to step S17. When returning to step S17, only necessary steps among steps S17 to S19 may be performed according to the result of the simulation. Specifically, when only the relative height position is deviated as a result of the simulation, only step S17 may be performed. Further, if the result of the simulation shows that only the relative horizontal position is deviated, only steps S18 and S19 may be performed. When it is determined by the simulation that there is no possibility of contact between the GSE 13 traveling on the approach route and the aircraft 100 (S22: NO), the approach route is transmitted to each GSE 13 (step S23).

The travel control unit 44 of each GSE 13 that has received the approach route of the own vehicle causes the GSE 13 to approach the corresponding work entrance/exit 14 along the approach route transmitted from the approach route setting unit 243 (step S38). At this time, the travel control unit 44 controls travel so that the travel speed of the own vehicle is 0.7 km/h or less, which is the maximum speed limit of the super slow speed area E3. As described above, the series of processes for causing the GSE 13 to approach the work entrance/exit 14 of the aircraft 100 by utilizing the airport system 10 including the approach route setting system 24 is completed.

(effect)
As described above, in the airport system 10 including the approach route setting system 24 of the present embodiment, the entrance/exit position prediction unit 241 calculates the predetermined reference weight included in the model information and the predicted weight acquired by the weight acquisition unit 245. and the predicted value of the relative height position is corrected. Therefore, even if the height of the work doorway 14 is displaced due to an increase or decrease in the load of the aircraft 100, the height of the connection portion 46 can be adjusted to approach the work doorway 14 in accordance with the displacement. Accurate access routes can be set. This makes it possible to easily adjust the height of the connecting portion 46 provided on the GSE 13 even if the height of the work doorway of the aircraft 100 is displaced.

In this embodiment, the doorway position detector 242 detects the horizontal relative horizontal position of the work doorway 14 with respect to the current position of the GSE 13 . According to this, the relative horizontal position of the entrance/exit 14 for work, which differs depending on the model, is detected by the entrance/exit position detector 242 . By moving the GSE 13 along the approach path set based on the detected relative horizontal position, the connecting portion 46 can be brought closer to the work doorway 14 . Thereby, the GSE 13 can be easily approached to the entrance/exit 14 for work.

In the present embodiment, the simulation unit 247 performs in advance a simulation of the approaching action of bringing the GSE 13 and the connecting portion 46 closer to the work doorway 14 along the approach path before the approaching action of the GSE 13 is actually performed. Then, when it is determined by the simulation that there is a possibility of contact between the GSE 13 and the aircraft 100, the approach route setting unit 243 sets the approach route again. Therefore, it is possible to set an approach route that allows the GSE 13 to approach the work entrance/exit 14 while avoiding contact with the aircraft 100 more reliably. Therefore, it is possible to prevent the GSE 13 and the aircraft 100 from coming into contact with each other even if there is an error in the approach route due to an error in the model information, etc., or if there is a delay in work or a device trouble after setting the approach route. .

In this embodiment, the entrance/exit position prediction unit 241 corrects the predicted value of the relative height position using the tilt amount at prediction acquired by the tilt acquisition unit 246 . Therefore, even if the aircraft 100 is tilted with respect to the reference plane due to an increase or decrease in the load on the aircraft 100, the connection portion 46 can be adjusted in height so as to approach the work doorway 14 in accordance with the tilt. It is possible to set an accurate approach route for Accordingly, even if the height of the work entrance 14 of the aircraft 100 is displaced, the height of the connecting portion 46 provided on the GSE 13 can be adjusted more easily.

In this embodiment, the weight acquisition unit 245 obtains the predicted weight from the difference between the carry-in weight and carry-out weight of the load at the time of predicting the relative height position calculated based on the comparison between the work schedule and the work progress data. Calculate In addition, the tilt acquisition unit 246 calculates the tilt amount at the time of prediction from the carry-in weight, carry-out weight, and loading position of the load at the time of prediction of the relative height position calculated based on the comparison between the work schedule and the work progress data. do. Therefore, the predicted weight and the predicted tilt amount can be acquired without separately providing the aircraft 100 with a device for directly detecting the weight of the load on the aircraft 100 and the tilt amount of the aircraft 100 . As a result, the system as a whole can be simplified and the cost can be reduced.

(Modification)
Although the preferred embodiments of the present invention have been described above, the present invention is not limited to these examples, and various modifications are possible within the scope of the claims.

In the above-described embodiment, the entrance/exit position detection unit 242 detects the relative horizontal position of the work entrance/exit 14 with respect to the GSE 13 by causing the laser irradiation unit 43 to irradiate the laser. However, detection of the work entrance/exit 14 is not limited to the laser irradiation method. For example, light without directivity and straightness may be used, the position of the work doorway 14 may be detected by an ultrasonic sensor, and the position of the work doorway 14 may be detected by photographing with a camera. good too. Alternatively, the position of the work doorway 14 may be detected by a method other than these. Also, both a camera and a laser may be used to detect the position of the work doorway 14 or the relative horizontal position of the work doorway 14 with respect to the GSE 13 . In this case, the camera can be used to detect the position of the entrance/exit 14 for work, and the laser can be used as a distance sensor.

In the above embodiment, the travel control unit 44 of each GSE 13 automatically drives the own vehicle so that each GSE 13 travels along the guide route and the approach route. However, each GSE 13 may be manually operated by an operator. In this case, for example, the guidance route set by the route setting unit 233 and the approach route set by the approach route setting unit 243 may be transmitted to the navigation device, and the navigation device may perform navigation for the operator. The navigation device may be provided with each GSE 13 or may be a separate device. Also, the guidance route and the approach route may be transmitted to the worker terminal, and the worker terminal may be utilized as a navigation device.

In the above embodiment, the GSE control 22 presets the work area 102 with a plane grid G in which the low speed area E1, the slow speed area E2, and the super slow speed area E3 are defined. Then, the traveling control unit 44 of each GSE 13 guides each GSE 13 waiting at a predetermined position to a predetermined position along the guide route, and the traveling control unit 44 automatically controls the plane grid G set in the work area 102 in advance. The running speed is controlled according to the current position of the vehicle. However, the plane grid G may not be set. In this case, for example, the laser irradiation unit 43 of each GSE 13 irradiates the aircraft 100 with a laser, thereby continuously detecting the distance between each GSE 13 traveling along the guidance route and the aircraft 100 . Then, the travel control unit 44 of each GSE 13 controls the travel speed of the own vehicle according to the distance between each GSE 13 detected by the laser irradiation unit 43 and the aircraft 100 . Specifically, for example, when the distance between the GSE 13 and the aircraft 100 becomes 8 m, the GSE 13 reaches the low speed area E1 defined by the ISAGO standard. In this case, the running speed of the own vehicle is controlled so that the running speed is 5 km/h or less. The laser irradiation unit used at this time may be the same as the laser irradiation unit 43 for detecting the relative horizontal position of the work doorway 14 in the above embodiment, or may be different. Further, the detection of the distance between each GSE 13 and the aircraft 100 by the laser irradiation unit 43 may be performed immediately after each GSE 13 starts traveling, and each GSE 13 reaches a predetermined position (for example, the work area 102). It may be done after Also, instead of using grids like the plane grid G, a plane coordinate system may be used.

In the above embodiment, the travel control unit 44 of each GSE 13 temporarily stops the travel of the own vehicle when the current position of the own vehicle reaches the super slow speed area E3 (and the predetermined position). However, the travel control unit 44 of each GSE 13 does not have to stop the travel of the own vehicle when the current position of the own vehicle reaches the super slow speed area E3 (and the predetermined position). In this case, step S27 and steps S16 to S19 are performed in parallel while the GSE 13 is traveling at a speed of 0.7 km/h or less in the ultra-low speed area E3 toward the work entrance .

In the above-described embodiment, the doorway position prediction unit 241 predicts the vertical relative height position of the work doorway 14 with respect to the height of the connecting portion 46 of the GSE 13 and the horizontal relative horizontal position of the work doorway 14 with respect to the GSE 13. Predicting. However, the entrance/exit position prediction unit 241 may only predict the relative height position. In this case, the entrance/exit position detection unit 242 refers only to the relative height position predicted by the entrance/exit position prediction unit 241 and causes the laser irradiation unit 43 to irradiate the aircraft 100 with laser.

Further, in the above embodiment, the entrance/exit position detector 242 may not be provided. In this case, the approach route setting section 243 sets the approach route based on the relative height position and the relative horizontal position predicted by the entrance/exit position prediction section 241 .

In the above embodiment, the doorway position detector 242 detects only the relative horizontal position of the work doorway 14 . However, the doorway position detector 242 may detect both the relative height position and the relative horizontal position of the work doorway 14 . In this case, the entrance/exit position detection unit 242 detects the accurate position of the relative height position and the relative horizontal position by causing the laser irradiation unit 43 of each GSE 13 to irradiate the laser along both the vertical direction and the horizontal direction. .

In the above embodiment, the doorway position detection unit 242 detects the relative horizontal position of the work doorway 14 with respect to each GSE 13 by detecting unevenness of the aircraft 100 due to the opened work doorway 14 . However, the work entrance/exit 14 may not be opened. In this case, for example, the entrance/exit position detection unit 242 detects the specific color of the work entrance/exit 14 and minute unevenness of the outer frame of the work entrance/exit 14 , thereby determining the relative level of the work entrance/exit 14 with respect to each GSE 13 . Detect location.

In the above embodiment, when prediction of the relative height position and relative horizontal position of the work doorway 14 by the doorway position prediction unit 241 and detection of the relative horizontal position of the work doorway 14 by the doorway position detection unit 242 are performed, GSE 13 is temporarily stopped. Then, while the GSE 13 is stopped, the approach route setting unit 243 sets the approach route and the simulation unit 247 executes the simulation. However, the prediction of the relative height position and the relative horizontal position of the work doorway 14 by the doorway position prediction unit 241 may be performed continuously or at predetermined time intervals while each GSE 13 is running. Further, detection of the relative horizontal position of the work entrance/exit 14 by the entrance/exit position detector 242 may be performed continuously or at predetermined time intervals while each GSE 13 is traveling. In this case, the approach route set by the approach route setting unit 243 is appropriately updated to the latest version based on the current position of each traveling GSE 13 and the relative horizontal position of the work doorway 14 with respect to each GSE 13. It is sent to each GSE 13 each time it is done. Also, the simulation by the simulation unit 247 is appropriately executed in response to updating of the approach route while each GSE 13 is running. In this case, when the simulation determines that there is a possibility that the GSE 13 and the aircraft 100 will come into contact with each other, the GSE 13 may stop traveling.

In the above embodiment, the approach route setting system 24 or the airport system 10 including the approach route setting system 24 is a device for loading and unloading cargo to and from the work doorway 14, and is a cargo handling device provided in the GSE 13. , may further include wheels that contact the aircraft 100 with a predetermined pressure. The material handling device includes a connecting portion 46 . The wheels are rotatable, and vertical changes in the height position of the fuselage of aircraft 100 can be detected depending on the direction of rotation of the wheels. When cargo is carried in and out of aircraft 100 and crew members and passengers board and disembark in conjunction with ground support operations by GSE 13, the weight of the aircraft 100 may change and the height of the aircraft may move up and down. In such a case, while ground support work is being performed by the GSE 13, the vertical position of the aircraft 100 can be detected from the rotation direction of the wheels, and the height position of the connecting portion 46 of the GSE 13 can be adjusted. .

Further, the cargo handling device of the GSE 13 may be configured to move forward and backward toward the aircraft 100 so that the pressure when the wheel contacts the aircraft 100 is within a predetermined range. Specifically, if the pressure is too high, the cargo handling equipment is retracted, and if the pressure is zero or too low, the cargo handling equipment is advanced.

In the above embodiment, the approach route setting system 24 or the airport system 10 including the approach route setting system 24 may have a bumper sensor attached to the cargo handling equipment of the GSE 13 and detecting contact between the cargo handling equipment and the aircraft 100. good. In this case, the traveling control unit 44 of each GSE 13 detects contact between the cargo handling device of the GSE 13 and the aircraft 100 by the bumper sensor while the own vehicle is approaching the work entrance 14 along the approach route. , to stop the vehicle. As a result, the GSE 13 and the aircraft 100 may come into contact with each other due to some operational trouble or the like, even though the approach route is a route in which each GSE 13 does not come into contact with the aircraft 100 in the process of approaching the work entrance 14. In this case, the traveling of the GSE 13 can be quickly stopped.

Further, in the above-described embodiment, the approach route setting system 24 or the airport system 10 including the approach route setting system 24 is a storage unit that stores the approach position to the work entrance 14 corresponding to each GSE 13 for each model of the aircraft 100. may have In this case, the travel control unit 44 of each GSE 13 stores each GSE 13 for each model stored in the storage unit for aircraft 100 of a model that has performed approach control to each work entrance 14 of each GSE 13 in the past. Each GSE 13 is caused to approach the corresponding work doorway 14 based on the approach position to each work doorway 14 . This allows the GSE 13 to quickly approach the aircraft 100 . The storage unit may be installed in each GSE 13, may be included in the approach route setting system 24, and may be included in other systems in the airport system 10 (GSE control 22, guidance route setting system 23, or other systems etc.) may be included.

Further, in the above embodiment, the route setting unit 233 and reserved area setting unit 234 of the guidance route setting system 23 may be provided in the GSE 13 . Additionally, some or all of the configuration of the access routing system 24 may be provided in the GSE 13 . In addition, there is no restriction as to where the functional units 240 to 249 of the approach route setting system 24 are physically provided, and at least a part of the functional units 240 to 249 is incorporated in a control other than the GSE control 22 or in the GSE 13. may be In this case, the GSE control 22 and guidance route setting system 23 also function as the approach route setting system of the present invention.

Depending on the model of the aircraft 100, the position of the open/close switch of the work doorway 14 may be high, and the worker may climb a stepladder or the like to open and close the work doorway 14 as in normal work. In the case of such a model, the GSE 13 is brought close to the aircraft 100 in advance, the worker on board the GSE 13 climbs the cargo handling device, opens and closes the work doorway 14, moves the GSE 13 away from the aircraft 100 again, and approaches. Access to the work doorway 14 may be provided by a routing system 24 . In addition, the approach distance when the GSE 13 is approached to open and close the work doorway 14 can be appropriately set. In addition, since the guidance route setting system 23 acquires the model information of the aircraft 100 in advance from the GSE control 22, when guiding the GSE 13 to a model that requires opening and closing the work entrance 14 as described above, The GSE 13 may be guided to the opening/closing switch position of the doorway 14 .

In addition, the approach route setting system 24 further has a determination unit that determines whether or not the distance between the GSE 13 traveling along the guidance route and the work entrance 14 reaches a predetermined position where the distance is a predetermined value. good too. Then, when it is determined by the determination unit that the GSE 13 has reached the predetermined position, the traveling control unit 44 of each GSE 13 transmits a signal requesting the opening of the work entrance 14 to the GSE control 22, and the approach route setting system 24 executes steps after step S17. According to this, the entrance/exit position prediction unit 241 predicts the relative height position and the relative horizontal position after it is determined that the GSE 13 has reached the predetermined position. Further, the entrance/exit position detector 242 detects the relative horizontal position after it is determined that the GSE 13 has reached the predetermined position. For this reason, compared to the case where the relative height position or the relative horizontal position of the work doorway 14 is predicted or detected before it is determined that the GSE 13 has reached the predetermined position, the relative height position can be determined within a more limited range. Alternatively, relative horizontal position can be predicted or detected. Therefore, it is possible to efficiently predict and detect the relative height position and the relative horizontal position.

Furthermore, the communication unit 240 of the approach route setting system 24 receives the coordinate information of the plane grid G set by the guidance route setting system 23, and the entrance/exit position prediction unit 241 predicts the working area based on the coordinate information of the plane grid G. The relative horizontal position of doorway 14 may be predicted.

The weight acquisition unit 245 and the inclination acquisition unit 246 are not limited to the configurations of the above embodiments. The weight acquisition unit 245 may have, for example, a weight sensor that can directly detect the weight of the cargo on the aircraft 100 . Further, the tilt acquisition unit 246 may have, for example, a tilt detection sensor capable of directly detecting the amount of tilt of the aircraft 100 with respect to the reference plane. It may be configured to acquire the tilt amount.

In the above-described embodiment, the approach route setting system 24 may be capable of acquiring predicted tire thickness (wear) and predicted tire pressure of the aircraft 100 when the entrance/exit position prediction unit 241 predicts the relative height position. In this case, the entrance/exit position prediction unit 241 predicts the relative height position of the work entrance/exit 14 based on the comparison between the predicted tire thickness and the reference thickness and the comparison between the predicted tire pressure and the reference pressure. Correct the value. The reference thickness, which is a predetermined reference value for tire thickness, and the reference pressure, which is a predetermined reference value for tire pressure, are included in the model information, for example. The reference thickness is, for example, the thickness of the tire of the aircraft 100 when the tire is replaced. Also, the reference pressure is, for example, the pressure at which the tires of the aircraft 100 are replaced in a predetermined area, and is set in advance.

In the above-described embodiment, when the approach route of one GSE 13 is set, if another GSE 13 continues to carry in or out of a load, the simulation unit 247 detects the aircraft during the approach operation of the one GSE 13. The simulation may be performed considering the variation of the subduction amount of 100. In more detail, when other GSEs 13 continue to carry in or out loads, the amount of sinking of the aircraft 100 changes even during the approaching operation of one GSE 13 . Therefore, the simulation unit 247 determines whether there is a possibility of contact between the GSE 13 and the aircraft 100 while considering the change in the sinking amount of the aircraft 100 from the start to the end of the approach operation of one GSE 13. to judge.

In the present invention, the GSE 13 may be one in which a controller included in the GSE 13 adjusts the height of the connecting portion 46 . In this case, for example, the communication unit 41 of the GSE 13 receives the access route set by the access route setting system 24 of the present invention. Also, the position information acquisition unit 42 acquires the current position information of the own vehicle. Then, the control unit adjusts the height of the connection portion 46 based on the current position information acquired by the position information acquisition unit 42 and the approach route. The control unit may be, for example, the travel control unit 44, or may receive a remote control signal from the air traffic control 21 or the GSE control 22 and perform travel control of the GSE 13 based on the signal.

1 airport 10 airport system 13 GSE
14 Work entrance/exit 15 Worker terminal 21 Air traffic control 22 GSE control 23 Guidance route setting system 24 Approach route setting system 41 Communication unit 42 Position information acquisition unit 43 Laser irradiation unit 44 Travel control unit 45 ID acquisition unit 100 Aircraft 222 Model information acquisition Unit 240 Communication unit 241 Entrance position prediction unit 242 Entrance position detection unit 243 Approach route setting unit 244 Current position acquisition unit 245 Weight acquisition unit 246 Inclination acquisition unit 247 Simulation unit 248 Schedule acquisition unit 249 Work progress data acquisition unit E1 Low speed area E2 Slow speed Area E3 Ultra slow speed area

Claims (6)

An approach route setting system that is connectable to or accessible to a work doorway of an aircraft and adjustable in height, and that sets an approach route for making a connecting portion provided on a ground support device approach the work doorway, ,
a model information acquisition unit that acquires model information of the aircraft including position information of a reference height that is the height of the work entrance when the weight of the load on the aircraft is a predetermined reference weight;
a doorway position prediction unit that predicts a relative height position of the work doorway in the vertical direction with respect to the height of the connecting portion of the ground support equipment based on the position information of the reference height;
a weight acquisition unit that acquires a predicted weight that is the weight of a load on the aircraft when the relative height position is predicted by the entrance/exit position prediction unit;
an approach route setting unit that sets an approach route for making the connection portion approach the work doorway by height adjustment based on the relative height position predicted by the doorway position prediction unit;
The entrance/exit position prediction unit
An approach route setting system, wherein the predicted value of the relative height position of the work doorway is corrected based on the reference weight and the predicted weight. a current position acquisition unit that acquires the current position of the ground support equipment;
a doorway position detection unit that detects a horizontal relative horizontal position of the work doorway with respect to the current position of the ground support equipment;
The approach route setting unit moves the ground support device based on the relative horizontal position detected by the entrance/exit position detection unit to set an approach route that brings the connection portion closer to the work entrance/exit. The approach route setting system according to claim 1, characterized by: A simulation of an approach operation for approaching the ground support equipment and the connection portion to the work entrance along the approach path set by the approach path setting unit is performed before the approach operation of the ground support equipment is actually performed. further comprising a simulation unit that executes in advance in
When the simulation performed by the simulation unit determines that there is a possibility of contact between the ground support equipment and the aircraft, the approach route setting unit sets the approach route again. 3. The approach route setting system according to claim 2. further comprising a tilt acquisition unit that acquires a predicted tilt amount that is a tilt amount of the aircraft with respect to a reference plane when the relative height position is predicted by the entrance/exit position prediction unit,
The entrance/exit position prediction unit
4. The approach route setting according to any one of claims 1 to 3, wherein the predicted value of the relative height position of the work doorway in the vertical direction is corrected using the predicted tilt amount. system. (get work progress)
A work schedule by the ground support equipment, comprising: a loading weight of a load loaded into the aircraft by the ground support device, a loading weight of the load transported out of the aircraft, and loading of the load in the aircraft a schedule acquisition unit that acquires a work schedule that includes information about a location;
a work progress data acquisition unit that acquires work progress data relating to the progress of the work schedule by the ground support equipment;
The weight acquisition unit calculates the predicted weight from the difference between the carry-in weight and the carry-out weight at the time of prediction of the relative height position calculated based on the comparison between the work schedule and the work progress data. death,
The tilt acquisition unit obtains the predicted tilt amount from the carry-in weight, the carry-out weight, and the loading position at the time of prediction of the relative height position calculated based on the comparison between the work schedule and the work progress data. 5. The approach route setting system according to claim 4, wherein . A ground support device communicable with the approach route setting system according to any one of claims 1 to 5,
a communication unit that receives the access route set by the access route setting system;
a location information acquisition unit that acquires current location information;
a height-adjustable connecting portion connectable to or accessible to a work doorway of the aircraft;
a control unit;
The ground support device, wherein the control unit adjusts the height of the connecting portion based on the current position information acquired by the position information acquisition unit and the approach route.

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