JP2938321B2 - Traffic flow management system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system for managing a traffic flow operated according to a predetermined operation plan such as an air traffic flow, and more particularly to a traffic flow management system which appropriately changes the operation plan according to congestion or the like. The present invention relates to a traffic flow management system that operates safely and smoothly.

[0002]

2. Description of the Related Art An air traffic flow will be described below as an example.
In air traffic, a flight plan from departure to arrival for each aircraft is submitted to a control agency in advance. The flight plan describes a route from departure to arrival, a scheduled passing time of a position reporting point on the route, and the like. The actual operation of each aircraft is performed according to the instructions of the controller based on the flight plan.

[0003] Air traffic control is performed for each predetermined airspace. The airspace can be classified into an airspace directly related to takeoff and landing at and around the airport (hereinafter, simply referred to as “airport”), and a predetermined divided airspace other than the airport (hereinafter, referred to as “sector”). The aircraft passes through a plurality of airspaces from departure to arrival, and is subject to airspace control.

[0004] Each airspace has a processing capacity (the number of aircraft that can be accepted) set according to various ranges. If there is a risk that the number of aircraft exceeding this capacity will enter the airspace, delay in approaching the aircraft to be approached is delayed. May be required. For example, a typical case is that an airplane at an airport is ordered to wait in the air due to an overflow of the airport.

A type of flow control called "departure time control" has heretofore been performed in order to eliminate such an airborne standby of the aircraft. In this method, an airspace or time zone for which flow control is to be performed is designated in advance, and a flight plan delay is ordered from the stage of departure time for an aircraft scheduled to enter the designated airspace in a designated time zone.

More specifically, this departure time control is performed when a request for clearance (clearance request) is received from a pilot of an aircraft to be controlled to a control organization.
This is done by commanding the pilot to delay the departure time. In this case, in air traffic control in Japan, the decision on what time the delayed departure time (EDCT) should be made is made exclusively by the controller, and an automated system for EDCT determination is not yet available. Not implemented.

[0007]

Therefore, when departure time control is performed in the current air traffic control, there is a problem that the processing load on the controller increases, and the EDCT is also problematic.
There is a problem that it is difficult to optimize the decision to minimize the delay time.

In order to solve such a problem, a system has been introduced in the United States in which the airspace to be monitored is limited to only the airport and the EDCT is automatically determined. The system aggregates the flight plans existing at a given time, calculates the traffic volume at the airport at a predetermined time in the future, calculates the EDCT so that it does not exceed the processing capacity of the airport, and relates it. It will be delivered to the airport.

However, in this system, since the EDCT is determined based on the flight plan at a predetermined one time, as the time elapses from that time,
There is a problem that the accuracy (that is, optimality) of the determined EDCT is reduced. That is, the flight plan is changed or disappeared at any time due to various factors,
Also, new flight plans are occurring frequently. This system cannot correct the once calculated EDCT in consideration of the change, disappearance, and occurrence of a flight plan that has occurred thereafter, and the error of the EDCT increases with time.

[0010] Further, since this system limits the monitoring of traffic to only the airport, it is not a completely automatic system capable of eliminating overflows in all airspaces. The EDCT must be adjusted at the discretion of the government.

Accordingly, a first object of the present invention is to provide a system for managing a traffic flow operated based on a prior operation plan, such as the above-described air traffic flow, in which the change, disappearance, and occurrence of the operation plan occur at any time. It is an object of the present invention to provide a system capable of controlling the departure time of a traffic flow substantially in real time in response to such fluctuations, thereby realizing safe, smooth and efficient traffic flow operation.

A second object of the present invention is to provide a traffic flow management system that simultaneously monitors the traffic volume in a plurality of control areas where traffic flows are distributed, and controls departure time so that no overflow occurs in any of the areas. It is to provide a complete automation system that can be performed.

[0013]

SUMMARY OF THE INVENTION The object of the present invention is to provide a traffic flow in which a plurality of moving bodies are operated according to respective operation plans.
Is achieved by the system having the following elements a) to d).

A) A traffic volume file for recording a planned traffic volume in each of one or more designated management areas in a space where traffic flows are distributed.

B) A device that manages the operation plan is notified of a change that has occurred with respect to the operation plan of any of the mobile units, and the notification of the planned traffic volume in the management area on the operation route of the mobile unit is performed. Means for calculating based on the obtained fluctuation and updating the traffic volume file.

C) At the time before the departure of each mobile unit, referring to the traffic volume file, the scheduled traffic volume of all or a part of the management area on the scheduled operation route of the mobile unit to be departed Means for calculating a correction to be made to the scheduled departure time of the moving object to be departed so as not to become inappropriate.

D) means for outputting the calculated correction of the scheduled departure time to an apparatus for managing the operation plan so as to reflect the actual change in the operation plan of the moving body to be departed.

In this system, preferably, the correction operation means of the above d) is not only for the moving body to leave, but also for the management area on the scheduled operation route of the moving body to leave. For other moving bodies, a correction to be added to their scheduled departure time is calculated. Then, the following elements e) to h) are further added.

E) An operation plan file for recording the operation plan of each mobile unit.

F) A correction time file for recording a correction to be made to the scheduled departure time of each mobile unit.

G) means for updating the correction time file based on the calculation result of the correction calculation means.

H) means for calculating the expected traffic volume of the management area on the scheduled operation route of the moving body to be departed based on the operation plan file and the corrected time file, and updating the traffic volume file.

[0023] A traffic flow management system comprising:

More preferably, the following elements i) to k) are added.

I) When a change in the operation plan is notified from the operation plan management device, the planned traffic volume in a part or all of the management area on the operation route of the moving object does not become inappropriate. As described above, the second correction calculating means calculates a correction to be added to the scheduled departure time of the moving body and another moving body scheduled to pass through the management area on the operation route of the moving body.

J) means for updating the correction time file based on the calculation result of the second correction calculation means.

K) means for calculating the expected traffic volume of the management area on the scheduled operation route of the moving object based on the operation plan file and the corrected time file, and updating the traffic volume file.

[0028]

In a system having the above elements a) to d),
Whenever the operation plan of any of the moving objects is changed, the moving object (the moving object) whose operation plan has been changed each time
Is calculated again in the management area where the vehicle is to pass, and the traffic volume file is updated. As a result, the latest planned traffic volume of each management area is recorded in the traffic volume file substantially following the change of the operation plan in real time.

When an individual mobile departs, before departure (for example, at the time of a clearance request in air traffic)
In addition, based on the traffic volume file updated in real time, based on the traffic volume in the management area on the scheduled operation route of the moving body to be departed, the planned traffic volume is controlled so as not to be inappropriate (for example, overflow). A correction to the scheduled departure time of the mobile to be departed is calculated. Then, this corrected departure time is output from the present system in order to actually perform the main starting time control of the moving object.

Thus, the calculation for controlling the departure time is automatically performed based on the latest operation plan information.

In the system in which the elements e) to k) are added, before the departure of each mobile unit, not only the mobile unit to be departed but also the scheduled operation route of the mobile unit to be departed. Corrections to their scheduled departure times are calculated for other mobiles that are to pass through the upper administrative area as well. Also, if the operation plan of any of the moving objects changes, the moving objects and other moving objects scheduled to pass through the management area on the scheduled operation route of the moving object are also
A correction to those scheduled departure times is calculated.

Each time the departure time correction is calculated, the value is recorded in the correction time file. And
Based on this modified time file and operation plan file,
The planned traffic volume of each management area is recalculated, the traffic volume file is updated, and the calculation of the subsequent scheduled departure time correction is performed based on the updated traffic volume file.

[0033]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows an overall schematic configuration of an air traffic control system according to one embodiment of the present invention.

This traffic control system is used for air traffic flow management (A
1 includes a TFM) system 1, a flight plan information processing (FDP) system 3, an air route radar information processing (RDP) system 5, and an input audit (IDP) system 7.

The IDP system 7 receives information on the occurrence or disappearance of a flight plan from domestic and foreign airports, audits the flight plan, and corrects an incorrect flight plan. Information on the flight plan processed by the system 7 is sent to the FDP system 3.

The RDP system 5 is connected to an aeronautical radar and sends to the FDP system 3 time shift information UT between the scheduled passing time and the actual passing time of the aircraft in flight (in flight).

The FDP system 3 is a system for supporting the operation of an air traffic controller, and gathers information on the occurrence, change, and disappearance of a flight plan from the IDP system 7 and the RDP system 5. In addition, information regarding the change of the flight plan is also input from the terminal of the system 3 by the controller. FDP system 3
Each time information on the occurrence, change, and disappearance of these flight plans is input to the system, the information is sent to the ATFM system 1.

The ATFM system 1 accumulates information on all flight plans existing at the present time.
This is updated by inputting information from the DP system 3, and based on this, the EDCT is executed in substantially real time.
Is calculated and accumulated. If there is a request from the FDP system 3, in response to the request, the E
Send DCT to FDP system 3. Thereby, the air traffic controller can obtain a highly accurate EDCT automatically calculated by the ATFM system 1 through the FDP system terminal.

In the above configuration, the IDP system 7,
The information processing in the RDP system 5 and the FDP system 3 is not important for understanding the present invention,
In addition, since the main part is a well-known technology, a detailed description will not be given in this specification. What is important for the present invention is the calculation processing of the EDCT in the ATFM system 1, which will be described in detail below.

The status of the flight plan handled by the ATFM system 1 has three types: schedule (S), plan (P) and in-flight (I). Each status is described below.

(1) Status S This is the status given to the regular flight plan information created based on the timetable etc. submitted by each airline every month. In the ATFM system 1, at the time of system start-up and daily processing, the scheduled flight flight plan of the day is developed into a flight plan information file.
Is given.

(2) Status P This is the status assigned to the flight plan information on the day submitted by the flight section of each airline. The flight plan information of status P has a more accurate scheduled passage time and the like than the scheduled flight flight plan information of status S, and is transmitted from the FDP system 3 to the ATFM system 1 as flight plan information FP. ATFM
When receiving the FP, the system 1 registers this in the flight plan information file (if it has already been developed with the status S, updates it) and attaches the status P to it.

(3) Status I This is the status assigned to the flight plan of the aircraft during the flight. FDP system 3 when the aircraft takes off
More flight plan change information AM is ATFM system 1
The ATFM system 1 updates the flight plan information file at the time of receiving this AM, and gives the status I.

The flight plan of each aircraft is stored in the ATFM system 1 in any one of the three types of statuses. Among them, the aircraft for which the EDCT is to be calculated is, in principle, the status P of the status P. An aircraft with a flight plan.

Hereinafter, the EDCT in the ATFM system 1 will be described.
Is calculated, and the timing at which this is notified to the aircraft through the controller is outlined.

The ATFM system 1 has the ability to control departure time for all aircraft so that overflow does not always occur in all airspaces. However, in practice, overflow is only a problem in some airspaces, which are known empirically by air traffic controllers. Therefore, an airspace to be monitored for overflow (hereinafter referred to as an airspace under flow control) is specified to the ATFM system 1 by the control organization.

As will be described later, the ATFM system 1 compiles flight plans substantially in real time for each airspace and each time zone, grasps the time zone in which overflow occurs in the airspace under flow control, and determines the time. An aircraft scheduled to enter the flow control hollow area after the zone (that is, an aircraft that may be subject to departure time control) is selected as a flow control target aircraft. The information indicating the selected flow control target device is ATFM
Sent from system 1 to FDP system 3. FDP
The controller handling the system terminal can thereby recognize the flow control target machine.

The pilot of the aircraft issues a request for departure approval (clearance) to the air traffic control engine immediately before the departure time indicated in the flight plan (usually 5 minutes before the start of the engine). The controller inputs an EDCT request command from the FDP system terminal when the aircraft is a flow control target aircraft at the time of receiving the clearance request, and the command is transmitted to the ATFM system 1.

Upon receiving this EDCT request command, the ATFM system 1 recalculates the EDCT of the aircraft based on the flight plan information file at that time,
At the same time, a temporary departure delay time (hereinafter, referred to as a temporary delay time) of another flow control target machine is recalculated. And
Assuming that the recalculated EDCT of the aircraft is determined, the controller notifies the controller via the FDP system terminal. The controller notifies the pilot of the aircraft of the confirmed EDCT. The pilot will depart according to the determined EDCT.

As described above, the ATFM system 1 recalculates the EDCT and the provisional delay time at the time of the clearance request, and further, at the time of the change in the flight plan information file, ie, the following ( 1)-(3)
The same recalculation is performed at the time of.

(1) Reception of Flight Plan Information FP When the information FP representing a new flight plan is received from the FDP system 3, the ATFM system 1 registers this in a flight plan information file, and registers the flight plan information file. If the flow control airspace exists on the passage route of the aircraft, the EDCT of the aircraft and the provisional delay time of the other flow-controlled aircraft are recalculated.

(2) Reception of Flight Plan Change Information AM A flight plan may be changed due to departure of an aircraft, change of a flight route, change of a flight altitude, and the like. The information is transmitted to the ATFM system 1 as information AM. ATFM
When receiving the AM, the system 1 updates the flight plan information file and, if the flow control airspace exists on the passage route of the aircraft (the aircraft) of the flight plan, the EDCT of the aircraft and other data. Recalculate the temporary delay time of the flow control target machine.

(3) Flight Plan Cancellation Information CX
When the flight plan is canceled, the FDP system 3 transmits the flight plan cancellation information CX to the ATFM system 1. At this time, the ATFM system 1 deletes the canceled flight plan from the flight plan information file and, when the flow control airspace exists on the passage route of the aircraft (the aircraft) of the flight plan, another flow control air space. Recalculate the provisional delay time of the target machine.

If the processing capacity of the flow control hollow area is changed, the preconditions for the EDCT calculation change. Therefore, the ATFM system 1 cancels all the already determined EDCTs and issues an EDCT request command. The re-input is requested to the FDP system 3, and the EDCT and the temporary delay time are recalculated in the same manner as described above.

Further, even when the flow control hollow area is newly designated or canceled, the preconditions for the EDCT calculation change. Therefore, the ATFM system 1 cancels all the already determined EDCTs and cancels the EDCT.
The FDP system 3 is requested to re-enter the request command, and the same recalculation is performed.

As described above, the ATFM system updates the latest information when there is a clearance request, when there is a change in the flight plan information file, and when other preconditions for EDC calculation change. Based on this, the provisional delay time of the EDCT of the relevant device and the flow control target device is recalculated. As a result, the EDCT is automatically calculated substantially in real time.

In the ATFM system 1, as described above, the flight plan information file is updated substantially in real time in response to the occurrence, change, and disappearance of the flight plan. In addition to this file, the flight plan information file is used for the EDCT calculation. In order to record the EDCT calculation results, the following tables are provided, and the tables are updated based on the updated flight plan information file or according to the EDCT calculation results.

(1) Flight Plan Related Table (a) Passing Airspace Information Table This is a table for managing the entry / exit time of the airspace on the flight route for each aircraft, and stores the following information.

A) Number of passing airspaces b) Airspace number c) Entry time d) Departure time (b) Control type table This table stores traffic control information for each aircraft, and stores the following information. .

A) Control type (whether or not to receive departure control) b) Flow airspace passing status (whether or not the aircraft is subject to flow control) c) Passing airspace information (bit map of airspace passing for delay time calculation) d) Departure Control status (whether or not the aircraft is the departure control target aircraft) (c) Delay time table This table stores the delay time of the departure time for each aircraft, and stores the following information.

A) Delay time b) Airspace number (airspace number of airspace for which delay time was calculated) (d) Flight attribute table This is a table for storing EDCT and the like for each aircraft, and stores the following information.

A) EDCT issuing status (EDCT)
B) ROBT (clearance request time) c) Time difference (difference between flight plan and ROBT) d) Delay time (delay time calculated at clearance request) e) EDCT (issued EDCT) f) Time difference (flight) (2) Airspace related table (a) Airspace management table This table stores various information for each airspace, and stores the following information.

A) Flow identification (whether or not flow control is in progress) b) Start time (flow control start time) c) Over time (processing capacity excess time) d) End time (flow control end time) (b) Passing machine Sort table This table stores, for each airspace, aircraft that fly in the airspace in the order of entry, and stores the following information.

A) ATFM number b) Passing time information (entrance / exit time of airspace) c) Flight type (flight start / end type) d) Delay time status (whether or not to be subject to delay calculation) e) Delay time (the airspace concerned) (3) Traffic volume related table (a) Traffic volume aggregation table Table storing traffic volume aggregation results after departure time control for each airspace (A) Sector traffic volume a) Departure aircraft B) Departure aircraft (outbound aircraft) c) Arrival aircraft (inbound aircraft) d) Arrival aircraft (outbound aircraft) e) Passing aircraft (inbound aircraft) f) Passing aircraft (outbound aircraft) G) Regular flights (number of inbound aircraft) h) Regular flights (number of inbound aircraft) i) Flight plans (number of inbound aircraft) j) Flight plans (number of inbound aircraft) k) In flight (inbound) L) During flight (number of outbound aircraft) m) Total number of inbound areas n) Total number of outbound areas o) Number of aircraft handled (b) Airport traffic a) Number of departure aircraft b) Number of aircraft arriving on regular flights c) Number of aircraft arriving on flight plan d) Number of aircraft arriving in flight e) Total number of arrivals f) Arrival record g) Number of holding aircraft h) Number of aircraft already handled As mentioned, the ATFM system 1 uses the ED
When a CT request command or information FP, AM, CX of the occurrence, change, or disappearance of a flight plan is received from the FDP system 3, the EDCT of the aircraft is recalculated. FIG.
Shows details of the processing flow of the EDCT calculation.

In FIG. 2, the ATFM system 1
Flight plan related information FP, A from DP system 3
When an M, CX or EDCT request command is received, this calculation routine is entered (step S1). In this routine, first, a scheduled entry / exit time of each aircraft (that is, the aircraft) that is a target of the received information or the EDCT request is calculated (step S2). In this case, the received flight plan-related information indicates the estimated time of passage of the predetermined position reporting point on the scheduled departure / arrival time flight route, and the estimated entrance / exit time of each passing airspace is calculated from these times. Then, according to the calculated entry / exit area scheduled time, the passing time information in the passer sorting table of each passing airspace is updated and sorted in the order of the entry time (step S2).

Next, the traffic volume in each passing airspace is totaled for each time zone (step S3). Here, the time zone is, for example, a time zone of 30 minutes, which is shifted by 10 minutes from each other. For all time periods from the present time to three hours later, based on the estimated time of entry and exit of each aircraft into each airspace calculated previously and the already set provisional flight plan of the aircraft scheduled to enter each airspace. Then, the traffic volume of each airspace is tabulated.

Next, based on the result of counting the traffic volume,
The approach delay time of the aircraft scheduled to enter each passing airspace is calculated (step S4). Here, for each passing airspace, the possible entry times are determined in order from the aircraft with the earliest scheduled entry time on the already set provisional flight plan. At this time, if the number of aircraft exceeding the processing capacity exists in the same airspace at the same time if entering the area according to the provisional light plan, the entry possible time is set on the provisional flight plan to avoid this. It is delayed from the scheduled area time, and the time difference between the delayed entry time and the original flight plan (status P) is the approach delay time.

Next, it is checked whether or not each passing airspace is under flow control according to the passing order of the aircraft (step S5). If there is a passing airspace in the flow control, it is checked whether or not an approach delay time of a predetermined value (default value is zero) or more has occurred in the airspace (step 6).

If a delay time equal to or longer than a predetermined value has occurred for the aircraft, for each aircraft scheduled to enter the flow control hollow area, the delay time generated in the air area and the already set delay time for that aircraft have been set. The generated delay time is set as a temporary delay time (steps S7 and S8).

The processes from steps S5 to S8 are repeated for all the passing airspaces in the order of passing through the aircraft (step S9). As a result, for each aircraft that is scheduled to enter the passing airspace during flow control, the maximum delay time among the approach delay times generated in the passing airspace during flow control is set as the temporary delay time of each aircraft.

Next, with respect to the aircraft to enter each passing airspace, respective provisional flight plans (the ones obtained by adding the provisional delay time to the original flight plan) are created based on the provisional delay times that have been set. Is updated (steps S10 and S11).

Next, based on the updated provisional flight plan, the traffic volume of each passing airspace is re-counted (step S1).
2). At the same time, the EDCT is calculated for the device based on the provisional delay time set previously (step S1).
3). Here, the EDCT is calculated as a time obtained by adding the provisional delay time and the taxing time to the scheduled departure time of the original flight plan.

As described above, when a flight plan is generated / updated / deleted or when an EDCT request is issued, the flow control hollow area existing on the passage route of the aircraft is to enter the airspace so as not to overflow. The EDCT of the aircraft (that is, the aircraft subject to flow control) is automatically recalculated. By this repetition, the EDCT of the flow control target machine is calculated substantially in real time. And, as already mentioned, ED
If there is a CT request, the recalculated ED of the aircraft
The CT is determined at that time, and is thereafter excluded from the calculation by the routine of FIG. 2 unless there is a special situation.

FIG. 3 shows another embodiment of the EDCT calculation process. In the routine of FIG. 2 described above, when there are a plurality of passing airspaces during flow control, the largest one of the delay times generated by them is set as the departure delay time. However, in the routine of FIG. The generation delay time in the earlier flow control hollow area is determined as the departure delay time in preference to that in the later flow control hollow area. As a result, even if the flow conditions in the plurality of flow control hollow areas interfere with each other and a delay time that can eliminate the overflow cannot be found together, the delay time can be determined early, which is advantageous for the controller. is there.

Referring to FIG. 3, the ATFM system 1
Flight plan related information FP, A from DP system 3
When an M, CX or EDCT request command is received (step S21), firstly, the scheduled entry / exit time of the aircraft into each passing airspace is calculated and the passing aircraft sort table is updated (step S22). Are calculated for each of the above-mentioned time zones (step S23).

Next, after both the delay time and the provisional delay time are initialized to zero (step S24), it is checked whether or not each sector is under flow control in the order of passage through the relevant device (step S25).

If there is a sector under flow control, based on the traffic count results for each time zone in the sector under flow control, all aircraft entering the sector so that the sector does not overflow will be considered. The entry delay time is calculated, and it is checked whether the entry delay time of the aircraft is equal to or more than a predetermined value (the default value is zero) (step S26).

If the approach delay time of the aircraft is equal to or longer than a predetermined value, the approach delay time of each aircraft to be approached is set as a temporary delay time of each aircraft (step S27). Then, a provisional flight plan for each aircraft is created based on the provisional delay time, and the existing provisional flight plan is updated (step S28).

Next, it is checked whether or not there is a sector under flow control among the sectors which the machine is going to pass before the current sector of interest (hereinafter referred to as "first pass sector") (step S29). If the aircraft has entered the first-pass sector according to the provisional flight plan that has just been set, it is checked whether or not the first-pass sector overflows (step S30).

As a result, if the entry is possible without causing an overflow in the preceding passage sector, the provisional delay time set previously is set as the delay time (step S31).
On the other hand, if it is impossible to enter the area, the provisional delay time set previously and the provisional flight plan based on it will be canceled, and the delay time set before and the provisional flight plan based on this will be replaced by the current departure delay time. Then, it is temporarily determined as a provisional flight plan (step S40).

On the other hand, when the process proceeds to step S31,
It is checked whether or not there is a passing sector (referred to as a post-passing sector) behind the current sector (step S).
32) In some cases, the processes of steps S25 to S31 and S40 are repeated for the passing sector.

Steps S25-S up to the last passing sector
When the process of step 31 is repeated, the same process is further repeated for the airport of the arrival purpose (steps S33 to S33).
S39, S40).

As a result of the above processing, since the traffic conditions of the two flow control airspaces interfere with each other on the passage route of the aircraft, if the provisional delay time suitable for one airspace is adopted for the aircraft, the other will be used. When an overflow occurs in the airspace, the provisional delay time suitable for the airspace scheduled to pass first is preferentially adopted as the tentatively determined departure delay time of the aircraft.

When the departure delay time of the aircraft is thus determined, the provisional flight plan of each aircraft to be approached set at this time is temporarily determined as the provisional flight plan of each aircraft (step S41).

Next, based on the tentatively determined provisional flight plan, the traffic volume in each passing airspace is recounted (step S42). The EDCT is recalculated for the aircraft based on the temporarily determined departure delay time (step S43).

FIG. 4 shows, using a specific example, how the EDCT of the machine is calculated by the routine of FIG.

In FIG. 4, it is assumed that the aircraft passes through four air spaces A, B, C, and D to be controlled in order from left to right. It is assumed that the processing capacities of the airspaces A, B, C, and D are 10, 12, 6, and 8, respectively.

FIG. 4A shows a schedule according to the original flight plan (status P). That is, the scheduled spot out time EOBT is 9: 0
0, taxiing time is 5 minutes, scheduled departure time ETD is 9:05, scheduled entry time ETA to airspace A is 9:10,
It is assumed that the ETA to the airspace B is 9:20. in this case,
The ATFM system 1 first counts the traffic volume in the A airspace. As a result, if the aggregated traffic volume value in the ETA of the A airspace is, for example, 10 aircraft, this means that the processing capacity of the A airspace is 10
Since the aircraft is within the aircraft, it is determined that the aircraft can enter the airspace A, and the temporary delay time is set to zero.

Next, the traffic volume for the B airspace is totaled. As a result, if the aggregated traffic volume value in the ETA to the B airspace is, for example, 13 aircraft, it is determined that the aircraft cannot enter the B airspace because it exceeds the processing capacity of 12 aircraft. In this case, the time at which the aircraft can enter the airspace B is calculated. If this possible entry time is, for example, 9:30, the temporary delay time is set to 10 minutes because it is 10 minutes behind the initial ETA of 9:20.

Next, a temporary flight plan is created according to the temporary delay time of 10 minutes. This is a schedule as shown in FIG. Next, when the aircraft flies in accordance with the provisional flight plan set by the delay time of the B airspace, it is checked whether it is possible to enter the A airspace, which is the first pass airspace. As a result, if it is possible to enter, the provisional delay time of 10 minutes at this time is set as the delay time.

Thereafter, similar checks are sequentially performed on the C airspace and the D airspace, which are the post-passing airspaces of the B airspace. As a result, if it is possible to enter the C airspace but cannot enter the D airspace, the entry available time is calculated for the D airspace. If the entry possible time is 10:
25, this is the initial ETA to D airspace.
Since it is 25 minutes behind 10:00, 25 minutes is set as the temporary delay time.

Next, a tentative flight plan is created based on the tentative delay time, which becomes a schedule as shown in FIG.

Next, when the aircraft flies based on the provisional flight plan, the airspace A, which is the first airspace,
It is checked whether the aircraft can enter the airspaces B and C. As a result, if it is determined that it is impossible to enter the airspace C, the provisional delay time set for the airspace D and the provisional flight plan based thereon are canceled, and the previously set delay time 10 minutes and the provisional flight plan based thereon are cancelled. (FIG. 4D) is adopted as the temporarily determined delay time and the provisional flight plan.

In this case, since the determined delay time is 10 minutes, the EOBT is 9:10, which is 10 minutes behind the initial 9:00. The time 9:15 obtained by adding the taxing time 5 minutes to the EOBT 9:10 is the EDC of the machine.
T is determined.

The preferred embodiment of the present invention has been described above. However, the present invention can be implemented in various embodiments other than this embodiment without departing from the gist thereof. In addition, the present invention can be applied not only to traffic flow in a general sense, but also to distribution management in a distribution mechanism or a production line. Therefore, "traffic flow" in this specification
Is a concept that includes not only traffic flow in a general sense but also logistics.

[0097]

As described above, according to the present invention,
Each time a change in the operation plan occurs, the traffic volume of each management area is recalculated based on the change, and the correction to be added to the scheduled departure time of the moving body to be departed based on the recalculated traffic volume Is calculated, the departure time control can be performed in real time substantially following the fluctuation of the operation plan generated as needed.

When calculating the correction for the departure time of the moving body to be departed, the calculation is performed in consideration of the traffic volume in the management area on the scheduled operation route of the moving body to be departed. Therefore, departure time control can be performed so that an inappropriate traffic volume does not occur in the management area on the operation route.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the overall configuration of an embodiment in which the system of the present invention is applied to air traffic flow management.

FIG. 2 is a flowchart illustrating an example of an EDCT calculation routine employed in the embodiment of FIG. 1;

FIG. 3 is a flowchart showing another example of the EDCT calculation routine employed in the embodiment of FIG. 1;

FIG. 4 is an explanatory diagram for explaining the routine of FIG. 3 using a specific example;

[Explanation of symbols]

 1 ATFM (Air Traffic Flow Management) System 3 FDP (Flight Plan Information Processing) System 5 RDP (Air Route Radar Information Processing) System 7 IDP (Input Auditing) System

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁶ , DB name) G08G 5/00 G06F 17/60

Claims (5)

(57) [Claims] 1. A management system for a traffic flow in which a plurality of moving bodies are operated according to respective operation plans, wherein each of one or more management areas designated in a space in which the traffic flow is distributed is provided. A traffic volume file for recording the planned traffic volume and a device that manages the operation plan are notified of the changes that have occurred with respect to the operation plan of any of the mobile units, and are sent to the management area on the operation route of the mobile unit. Means for calculating the estimated traffic volume based on the notified fluctuation and updating the traffic volume file; and at the time before departure of each moving object, referencing the traffic volume file and attempting to depart. Means for calculating a correction to be added to the scheduled departure time of the moving body to be departed so that the planned traffic volume of all or a part of the management area on the planned operation route of the moving body to be made does not become inappropriate. Means for outputting the calculated correction of the scheduled departure time to an apparatus for managing the operation plan in order to reflect the actual change in the operation plan of the moving body to be departed. Characteristic traffic flow management system. 2. The system according to claim 1, wherein the correction calculating means calculates a correction to be added to the scheduled departure time for each management area on a scheduled operation route of the moving body to be departed, A traffic flow management system characterized by finally adopting the one having the largest correction amount among the corrections calculated for each management area. 3. The system according to claim 1, wherein the calculating means calculates a correction to be added to the scheduled departure time for each management area on the scheduled operation route of the moving object to be departed. If the modified amendment is adopted, it is checked whether the planned traffic volume of the other management areas is appropriate.If the check result is negative, the amendment calculated for the management area scheduled to pass first has priority. A traffic flow management system characterized by adoption. 4. The system according to claim 1, wherein the correction operation means is configured to pass not only the moving body to be departed but also a management area on a scheduled operation route of the moving body to be departed. For other moving objects,
The system calculates the corrections to be made to those scheduled departure times, and furthermore, the system includes an operation plan file for recording the operation plan of each mobile unit, and a correction to be made to the planned departure times of each mobile unit. A correction time file, a means for updating the correction time file based on the calculation result of the correction calculation means, and a scheduled operation of the moving body to be departed based on the operation plan file and the correction time file. Means for calculating a planned traffic volume in a management area on a route and updating the traffic volume file. 5. The system according to claim 4, further comprising, when notified of a change relating to the operation plan, the planned traffic volume in a part or all of a management area on an operation route of the moving object. A second correction for calculating a correction to be added to the scheduled departure time of the moving object and another moving object scheduled to pass through a management area on the operation route of the moving object so as not to be inappropriate. Calculating means; means for updating the correction time file based on the calculation result of the second correction calculating means; and, based on the operation plan file and the correction time file, on the scheduled operation route of the moving body. Means for calculating the planned traffic volume in the management area in the control area and updating the traffic volume file.