JP2837420B2 - Aircraft ground traffic control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an aircraft ground traffic control device for setting a route to be taken by an aircraft on a taxiway between a runway and a spot. Check-in at the entrance and exit of each section set in between. Sensor and checkout. By arranging sensors and counting the number of aircraft present in the section based on the detection signals of both sensors, the number of aircraft in each section is grasped, and aircraft ground traffic control is performed. It is intended to be able to perform efficiently and smoothly.

<Conventional technology> Conventionally, most of the ground traffic control of an aircraft has been entrusted to a controller. The controller raises the schedule of departure and arrival flights in mind, comprehensively judges the current status of take-off and landing aircraft, the presence of aircraft on the ground, etc. He instructed the route to be taken to the runway, and instructed the arrival aircraft on the route from the escape taxiway to the spot.

<Problems to be solved by the invention> However, the flight schedule is frequently changed, and the departure order or the arrival order also changes at the beginning. Moreover, the number of flights of airplanes has increased, and congestion of ground traffic has become severe. For this reason, the conventional method in which most of the ground traffic control of aircraft is entrusted to the instruction of the controller has significantly increased the workload of the controller. Furthermore, when the temperament of the airport is poor, it may interfere with the accurate judgment and control of the controller.

Therefore, an object of the present invention is to solve the above-described conventional problems, to grasp the number of aircraft in a section set between intersections of taxiways, and to efficiently and smoothly perform aircraft ground traffic control. And to provide an aircraft ground traffic control device capable of reducing the work load on a controller.

<Means for Solving the Problems> In order to solve the problems described above, the aircraft ground traffic control device according to the present invention sets a travel route to be taken by an aircraft on a taxiway between a runway and a spot. The taxiway has a plurality of intersections, and a section between adjacent intersections has a length that allows the presence of a plurality of aircraft.

A pair of aircraft sensors are arranged on the entrance side and the exit side of each section, and one of the paired aircraft sensors detects the aircraft entering the section. A sensor, and the other is a checkout for detecting that the aircraft has exited the section. It is a sensor.

And the check-in. Sensor and said checkout. An aircraft counter for counting the number of aircraft present in the section based on the detection signal of the sensor is provided. The number-of-occurrence counter is set to a counter value of 0 when the system is started up. Does not count the detection signal given from the sensor.

<Operation> The taxiway between the runway and the spot usually has a plurality of intersections, and each section between adjacent intersections is long enough to allow a plurality of aircraft to be available. Having. In order to operate the aircraft smoothly, it is desirable to use a length of this section to provide a system that allows a plurality of aircraft to enter the same section only for aircraft traveling in the same direction. In such a system, it is necessary to know how many aircraft are present in each section. As means for detecting the number of aircraft in each section, means for arranging an aircraft sensor such as a loop over the entire length of the section may be considered. However, as described above, each section between the intersections has a long distance in which a plurality of aircraft can enter, and arranging the sensors over the entire length requires enormous equipment costs. Becomes Therefore, in the present invention, a pair of aircraft sensors is disposed on the entrance side and the exit side of each section, and one of the paired aircraft sensors detects the entry of the aircraft into the section. The other is a sensor, and the other is a checkout that detects that the aircraft has exited the section.
Used as a sensor. And check-in. Checkout with sensors. The detection signal of the sensor is input to the presence counter, and the number of aircraft present in the section is counted. Check in the number of units. Addition by the detection signal input from the sensor and checkout. The subtraction is performed by the signal input from the sensor.

The number-of-occurrence counter is set to a counter value of 0 when the system is started up. Does not count the detection signal given from the sensor. According to the aircraft number counter having such a function, N aircraft exist in the section at the time of system startup,
After a certain period of time has elapsed, and after all of the N units have exited the section, the correct number can be counted. If another aircraft enters the section before all of the N aircraft exit, the number of aircraft (n + m), which is the sum of the number n of remaining aircraft and the number m of entered aircraft, exits the section. After that, you can count the correct number.

Means for setting a travel route to be taken by an aircraft on a taxiway between a runway and a spot include the check-in and check-out described above. In addition to the sensors, an aircraft sensor is provided at an appropriate place such as a spot and an escape taxiway, and a progress indicator is laid along the taxiway. Then, the optimum route between the runway and the spot is calculated from the detection signal of each aircraft sensor, the arrival flight information, the departure flight information, and the like, and the progress indicator is driven based on the calculation result to determine the optimum route. Guide the aircraft according to the determined route.

<Embodiment> FIG. 1 is a plan view showing an arrangement of airports controlled by the aircraft ground traffic control device according to the present invention, and FIG. 2 is a diagram showing an arithmetic processing unit of the aircraft ground traffic control device according to the present invention. is there. In FIG. 1, reference numeral 1 denotes a runway, 2 denotes an escape taxiway branched from the runway 1, 3 denotes a taxiway, and 4 denotes a spot.

The taxiway 3 has a plurality of intersections a to e, and sections l ₁ and l ₂ are set between adjacent intersections ab and bc. The sections l ₁ and l ₂ are usually long distances of several hundred meters, and are long enough to allow a plurality of aircraft to enter. A pair of aircraft sensors 5 and 6 are arranged on the entrance side and the exit side of each section l ₁ and l ₂ . One of the pairs of aircraft sensors 5 and 6, check-in the aircraft to the interval l ₁ or l in ₂ detects that it has entered. A sensor, check out the other for detecting that the aircraft has come out of the section l ₁ or l _2. It becomes a sensor. Aircraft sensor 5,
Which of 6 is check-in. Check out or become a sensor. Whether it becomes a sensor depends on the direction of travel of the aircraft. The aircraft sensors 5 and 6 as described above can be configured by burying a loop on the ground or the like.

It is relatively easy to provide the aircraft sensors 5 and 6 with a function of identifying the traveling direction of the aircraft. For example, the sixth
As shown in the figure, each of the aircraft sensors 5 and 6 includes two sensors a and b, and the sensors a and b are arranged along the traveling direction X _ab or X _ba of the aircraft. In the above arrangement, when the aircraft _{travels in} the direction of X _ab , as shown in FIG. 7, the rise (a) and fall (b) of the detection signal of the sensor a and the rise (c) of the sensor b. And the time sequence of falling (d) is (a)-(c)-
(B)-(d). In contrast, the aircraft moves in direction X
_When proceeding in the opposite direction _Xba to _ab , (c)-(a)-
(D)-(b). Therefore, the traveling direction of the aircraft can be identified from the temporal sequence of the rising (a) and falling (b) of the detection signal of the sensor a and the rising (c) and falling (d) of the detection signal of the sensor b. This means that the aircraft sensors 5 and 6 having the configuration shown in FIG. Check if it is IN signal. This means that it is possible to output a self signal as to whether the signal is an out signal.

7 is a spot sensor arranged at the spot 4, 8 is an escape taxiway sensor arranged near a branch of the escape taxiway 2,
9 is a progress indicator provided along the route from the spot 4 to the runway 1 via the taxiway 3. 10 is an airport building, 11 is a departure flight waiting for departure in spot 4, and 12 is an arrival flight in runway 1.

Next, in FIG. 2, reference numeral 13 denotes an arithmetic processing unit. The arithmetic processing unit 13 is constituted by a computer, and includes, as input information, a pair of signals from the aircraft sensors 5 and 6, a signal from the spot sensor 7, a signal from the escape taxiway sensor 8, arrival flight information, and departure flight information. A drive signal is output to the progress indicator 9 based on the input information of the above. The arithmetic processing unit 13 includes a pair of aircraft sensors 5 and 6 as a part thereof.
Check in. Sensor and checkout. As a sensor, there is an aircraft number counter that counts the number of aircraft present in the section from the detection signal.

The progress indicator 9 is formed by arranging lamps at predetermined intervals along the center lines of the spot 4, the taxiway 3, and the escape taxiway 2. The progress indicator 9 is configured as a group of lighting devices such as a red light indicating stop and a blue light indicating permission to proceed. The progress indicator 9 may be configured to include a group of lamps forming a stop bar.

When a detection signal indicating that the departure flight 9 has moved is given from the spot sensor 7 provided at the spot 4, the arithmetic processing unit 13 compares this input signal with the pair of aircraft sensors 5 and 6.
The optimal route is calculated from the route from the spot 4 to the runway 1 in consideration of the detection signal, the departure flight information, the arrival flight information, or the airport plane aircraft sensor (not shown). Then, based on the calculation result, the progress indicator 9 is driven to determine the optimum route. The departure flight 11 leaving the spot 4 is guided to the runway 1 through the optimum route determined by the progress indicator 9.

As described above, even if the traveling route is determined, depending on the departure operation density of the aircraft, a situation occurs in which a plurality of aircraft are present in the same section as shown in FIG. Third
In the figure, the interval l ₁ to 3 aircraft between crossover points a-b the aircraft 111-1
13, the interval l ₂ 2 aircraft 114 and 115 between the crossover points b-c indicates a state of standing machine. The number of aircraft in each section l ₁ , l ₂ is the aircraft sensor 5 of the paired aircraft sensors 5, 6.
Check in. Check out aircraft 6 as a sensor. Detection can be performed by performing addition and subtraction as a sensor. This addition / subtraction operation is performed by an unoccupied number counter provided in the operation processing device 13.

Next, regarding the arriving flight 12, when the vehicle enters the escape taxiway 2 from the runway 1, the escape taxiway sensor 8 detects the aircraft 12. When a detection signal is input from the escape taxiway sensor 8, the arithmetic processing device 13 outputs the detection signal, the detection signals of the paired aircraft sensors 5 and 6, departure flight information,
In consideration of the arrival flight information, the route of the departure flight already determined, and the like, the optimum route that is the shortest distance is calculated from various routes from the runway 1 to the spot 4. The progress indicator 9 is driven based on the calculation result to determine the optimum route.

In the case of an arriving flight, depending on the arriving traffic density, as shown in FIG. 4, a situation occurs in which a plurality of aircraft are present in the same section. In Figure 4, showing a state crossover points a-b interval l ₁ to 3 aircraft 121 to 123, crossover points b-c between segment of l ₂ to which 2 aircraft 124 and 125 is stationary machine ing. Each section
The number of aircraft in l ₁ and l ₂ is the number of aircraft sensors 5 and 6 of the pair.
Check in aircraft sensor 6. Aircraft 5 as a sensor
Check out It can be detected by performing addition and subtraction as a sensor.

By the way, when starting up the above system,
The number of aircraft present at l ₁ and l ₂ must be automatically preset to the correct value. At startup, the count value of the number-of-occurrence counter is zero.
There may be several aircraft in l ₁ and l ₂ ,
Therefore, it is necessary to correct the count value of the occupancy counter to match the actual occupancy number. In order to secure such a correction function, the number-of-occurrence counter is configured not to count a negative number. In other words, the number-of-occupied counter is set to the count value 0 at the time of startup, and as long as the count value is 0, it does not accept a checkout signal as a subtraction signal. According to the number-of-occupancy counter having such a function, N aircraft exist in the sections l ₁ and l ₂ when the system is started up, and after a certain period of time, all the N aircraft exit the section. After that, the correct number will be counted.

That is, even if N aircraft exit from the section, such as 1, 2, 3,. Since no signal is received, the count value remains at 0. And N
When the aircraft leaves, there is no aircraft in the section, and it matches the count value of the number-of-occupied counter, so that the correct number is calculated thereafter. If another m aircraft enter the section before all of the N aircraft exit, the number of aircraft remaining in the section out of the N aircraft is n
After all of (n + m) escape from the section, the correct number is counted.

FIG. 5 is a block diagram showing an example of the number-of-occurrence counter having the above-described functions. This number-of-occupancy counter constitutes a part of the arithmetic processing unit 13, and 131 is an addition / subtraction counter, 1
32 and 133 are AND gates, 134 is an OR gate, and 135 is an AND gate.

The check-in signal is input to the CK terminal of the addition / subtraction counter 131 through the OR gate 134, and the addition / subtraction counter 131 adds the check-in signal given through the AND gate 132 based on the check-in signal input to the CK terminal. .

The checkout signal is output from the addition / subtraction counter 131 through the AND gate 133 and the OR gate 134 on the condition that the signal supplied from the AND gate 135 to the AND gate 133 is not logic 1, that is, the output of the addition / subtraction counter 131 is not zero. Input to the CK pin. The addition / subtraction counter 131 performs subtraction on the condition that there is an input signal at the CK terminal and that the signal given through the AND gate 132 is logic 0. When all the outputs of the addition / subtraction counter 131 become zero, the signal given from the AND gate 135 to the AND gate 133 is logic 0, and the input condition of the AND gate 133 is satisfied even if a checkout signal is input. No subtraction is performed because there is no such thing.

Depending on the capacity of the arithmetic processing unit 13, a standard rule selection method can be adopted. The standard route selection method is a method in which several types of standard routes are prepared for the departure point and the arrival point, and the optimum route is selected at the time of route setting. The aircraft sensor 8 of the escape taxiway 2 gives the departure flight of the arrival flight, and the aircraft sensor 7 in the spot 4 gives the departure point of the departure flight, and at the same time, as a trigger signal for selecting and fixing a standard route. Has the meaning of As for the arrival point, if the flight number, the spot assignment, the runway use direction, and the like are input to the arithmetic processing unit 13, the route can be automatically set.

<Effect of the Invention> As described above, the aircraft ground traffic control device according to the present invention is an aircraft ground traffic control device that sets a travel route to be taken by an aircraft on a taxiway between a runway and a spot. The taxiway has a plurality of intersections, and a section between adjacent intersections has a length that allows a plurality of aircraft to be available, and an entrance side and an exit side of each section. A pair of aircraft sensors is arranged, and one of the paired aircraft sensors checks in to detect that an aircraft has entered the section. A sensor, and the other is a checkout for detecting that the aircraft has exited the section. Check-in. Checkout with sensors. Based on the detection signal of the sensor, the number of aircraft present in the section is counted, so the number of aircraft in the section between the intersections of the taxiway is grasped, and aircraft ground traffic control is performed. So that it can be performed efficiently and smoothly,
It is possible to provide an aircraft ground traffic control device that can reduce the work load on the controller.

[Brief description of the drawings]

FIG. 1 is a plan view showing an arrangement of airports controlled by the aircraft ground traffic control device according to the present invention, FIG. 2 is a diagram showing an arithmetic processing unit of the aircraft ground traffic control device according to the present invention,
FIG. 3 is a diagram showing that a plurality of departure flights are present in the same section, FIG. 4 is a diagram showing a state in which a plurality of arrival flights are present in the same section, and FIG. FIG. 6 is a diagram showing an example of sensor arrangement for identifying the traveling direction of the aircraft, and FIGS. 7 and 8 are diagrams showing the relationship between the traveling direction of the aircraft and the rise and fall of the detection signal of the sensor. is there. 1 runway 2 escape taxiway 3 taxiway 4 spot 5 6 paired aircraft sensor 7 spot sensor 8 escape taxiway sensor 9 progress indicator 13 ... Processing unit

Continued on the front page (72) Inventor Fumio Wada 1-13-8 Kamikizaki, Urawa-shi, Saitama Nihon Signal Co., Ltd. Yono Plant (72) Inventor Hisamitsu Kuroko 1-13-8 Kamikizaki, Urawa-shi, Saitama No. Nihon Signal Co., Ltd. Yono Factory (56) References JP-A-49-67396 (JP, A) JP-A-48-56397 (JP, A) JP-A-62-256197 (JP, A) 54-17117 (JP, B1) (58) Fields investigated (Int. Cl. ⁶ , DB name) G08G 5/00-5/06

Claims (1)

(57) [Claims] 1. An aircraft ground traffic control device for setting a traveling route to be taken by an aircraft on a taxiway between a runway and a spot, wherein the taxiway has a plurality of intersections, The section between the intersections has a length that allows for the presence of a plurality of aircraft, and a pair of aircraft sensors is disposed at the entrance side and the exit side of each section, and the aircraft of the pair One of the sensors checks in to detect that an aircraft has entered the section. A sensor, and the other is a checkout for detecting that the aircraft has exited the section. A sensor; Sensor and said checkout. Based on the detection signal of the sensor, has an aircraft number counter that counts the number of aircraft present in the section, the aircraft number counter is set to a counter value 0 at system startup, Checkout as long as the counter value is 0. An aircraft ground traffic control device that does not count detection signals provided by sensors.