JP4148420B2 - Air traffic control support system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air traffic control support system capable of supporting the aircraft route determination while evaluating the effect of the noise from a source of an aircraft on the environment in the vicinity of an airport or the like. <P>SOLUTION: In the air traffic control support system, one or more routes recommended for the flight of flying objects to be processed are determined and displayed among a plurality of routes prepared in advance based on at least the flight condition of the flying objects. The recommended routes are displayed reflecting the predicted noise accumulation value including the effect from other flying objects at a plurality of points on the ground, and a controller supports determination of the route of the flying object to be processed. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to an air traffic control support system, for example, an attempt to support aircraft route determination.

Conventionally, Patent Document 1 and Patent Document 2 have been proposed as techniques for selecting a travel route in consideration of the influence of noise generated by a moving body on the surrounding environment.
Japanese Patent Laid-Open No. 10-232137 Special table 2004-508567 gazette

  However, all of the techniques exemplified in the above-mentioned documents are for automobiles traveling on the ground, and it is difficult to apply this directly to aircraft route determination. In particular, when evaluating the influence of noise generated from aircraft on the environment around the airport, it is essential to consider conditions that are completely different from those of automobiles.

  Therefore, there is a demand for an air traffic control support system that can support the route determination of an aircraft while evaluating the influence of noise caused by the aircraft on the environment such as the vicinity of an airport.

In order to solve the above-described problem, the air traffic control support system according to the present invention recommends that the processing target aircraft travel from a plurality of routes prepared in advance based on at least the flight state of the aircraft. Recommended route determination means for determining a plurality of recommended routes, recommended route display means for displaying the determined recommended routes, and noise generated by the flying object when the processing target flying object travels the recommended route. And a first predictive noise evaluation means for predicting noise in the area around the airport based on the estimation result by the noise estimation means.

Also, the noise in the plurality of ground points on the assumption that the proceeding route of flight of the outside of the processing target in flight position noise is a problem is defined, each outside processed Second predicted noise evaluation means for predicting each of the flying objects, predicted noise on any one of the recommended routes by the first predicted noise evaluation means for each ground location, and the second predicted noise evaluation preferably comprises a cumulative predicted noise evaluation means for obtaining the accumulated value of each predicted noise by means.

Further, a predicted noise cumulative value comparison unit that compares a predicted noise cumulative value for each recommended route with respect to the aircraft to be processed with a threshold value is provided, and the recommended route display unit recognizes the comparison result by the controller. It is preferable to display each recommended route as described above.
Further, the first predicted noise assessment manual stage, the noise aircraft occurs, by using the attenuation factor of the noise in accordance with the distance between the aircraft and the ground point, the noise in the area around the airport It is preferable to predict.
Furthermore, among the compartments, said first prediction noise evaluation unit a plurality of compartments prediction Noise evaluation is evaluated to be equal to each other by collectively noise evaluation result display means for displaying as one area Furthermore, it is preferable to provide.

(A) Embodiment Hereinafter, an embodiment of an air traffic control support system according to the present invention will be described with reference to the drawings.

  The air traffic control support system of this embodiment basically executes the following functions. Calculate the recommended route for the aircraft based on the type of aircraft to be controlled, position (including altitude), attitude, speed, approach / exit, and information on the runway to be used. indicate. Further, based on the above-described information, the predicted noise information by one aircraft at each point on the ground along the recommended route is calculated and displayed. In the same way, the cumulative noise information from multiple aircraft at each point on the ground is predicted, and the conformance status of the predicted cumulative noise at each point on the ground is calculated with respect to the noise regulation status, and the recommended route taking into account the conformity status with respect to the noise regulation status Is calculated and displayed.

(A-1) Configuration of Embodiment FIGS. 1 and 2 are block diagrams showing a functional configuration of an air traffic control support system of this embodiment.

  The air traffic control support system of this embodiment includes an aircraft 1, a system server 5, and an ATC (Air Traffic Control) client 16 as constituent elements. FIG. 1 shows the aircraft 1 and the system server 5, and FIG. 2 shows the ATC client 16.

(System server configuration)
In FIG. 1, an aircraft 1 is equipped with a data communication function (NOCTARN) and has a distributed simulation means (HLA) 2. A plurality of aircrafts 1 are connected to the system server 5. The aircraft 1 is a route determination target.

  The system server 5 is mainly responsible for overall control of the air traffic control support system, and has distributed simulation means (HLA) 6.

  Here, the distributed simulation means 2 and 6 are for performing mutual exchange of information and time synchronization among a plurality of simulation apparatuses, and are well known to those skilled in the art as HLA (High Level Architecture).

  Further, the system server 5 includes message management means 9 and aircraft information management means 10. The message management means 9 exchanges and stores message information communicated between the crew of the aircraft 1 and the ground controller. The aircraft information management means 10 transmits and receives aircraft information such as the type and position of the aircraft.

  The distributed object management means 12 is, for example, of the CORBA specification, manages distributed objects, and controls message exchange between objects (for example, elements denoted by reference numerals 9, 10, 14, and 16). The distributed object management unit 12 of this embodiment plays a role of selecting a necessary function from the functions of the message management unit 9 and the aircraft information management unit 10 and managing the operation.

  Further, the system server 5 includes a route information database 13, a system management unit 14, and an environment definition unit 15.

  The route information database 13 stores a predetermined route through which each aircraft 1 passes when entering or leaving the airport. The system management unit 14 controls the operation of the entire system server 5. The environment definition means 15 stores information such as noise regulations around the airport and airport runways.

(Configuration of ATC client)
FIG. 2 shows the functional configuration of the ATC client 16 as described above. The ATC client 16 is, for example, a terminal used by the controller to perform air traffic control services (ATC), and includes a distributed object management means 17 having CORBA specifications similar to that in the system server 5.

  The ATC client 16 includes system management means 18, aircraft information management means 19, aircraft database 20, and message management means 21.

  The distributed object management unit 17 plays a role of selecting a necessary function from the functions of the system management unit 18, the aircraft information management unit 19, and the message management unit 21 and managing the operation.

  The system management unit 18 controls a communication procedure between the ATC client 16 and the system server 5. The aircraft information management means 19 reads information on the aircraft 1 that should be the target of noise prediction from the aircraft database 20 and sends it to the system server 5 via the distributed object management means 17. The message management means 21 exchanges a message selected from a given message group between the controller operating the ATC client 16 and the aircraft 1 in flight.

  Further, the ATC client 16 includes a use runway setting means 25, a route database 26, a land use classification file 27, a fixed information file 28, a clock 29, and the like.

  The use runway setting means 25 commands the runway that the aircraft uses when taking off and landing for each individual aircraft 1. The actual designation work is performed by a controller operating the ATC client 16. The route database 26 stores the route that the aircraft 1 should fly at the time of takeoff and landing near the airport, in association with the runway used, by takeoff and landing, and the like. The surrounding area file 27 stores information related to the area around the airport. Specifically, the land near the airport is divided into mesh areas, and the latitude and longitude of the center position of this area, the altitude of the flight path at the center position, the vertical length of the area, the horizontal length of the area, etc. It is something that is remembered. In addition to the above, the fixed information file 28 stores information necessary for air traffic control, such as the location of the runway.

(A-2) Operation | movement of embodiment Below, the operation | movement relevant to the characteristic in the air traffic control assistance system of embodiment is demonstrated.

(Recommended route calculation)
First, a process in which the air traffic control support system of the embodiment generates recommended route information of an aircraft will be described. Here, FIG. 3 and FIG. 4 conceptually show the data processing in the process of generating recommended route information by combining both drawings.

  3 and 4, reference numeral 41 denotes an external device. The external device 41 is not actually limited to a single device, and corresponds to the aircraft 1 having an information communication function (see FIG. 1).

  3 and 4, the system server 5, the ACT client 16, the aircraft database 20, and the route database 26 are those shown in FIG. 1 and FIG. Reference numeral 42 denotes a gate database. The gate database 42 stores and manages information on the gate number, latitude, longitude, and gate name at the point (gate) where the flight path of the aircraft 1 intersects the limit of the airspace subject to control. It is what.

  First, in the external device 41, information on the flight state of the aircraft 1 is collected. Here, the flight state of the aircraft includes the latitude, longitude, altitude, heading direction, and flight speed of the aircraft. These pieces of information are sent to the system server 5 via a wireless communication line.

  The system server 5 calculates the ground speed of the aircraft 1 from the flight state of the aircraft 1 based on the information sent from the external device 41. Thereafter, all information is transmitted from the system server 5 to the ATC client 16.

  The ATC client 16 that has received each of these pieces of information uses the route generation logic DLL (Dynamic Link Library) and the route generation logic intermediate DLL to transfer to the individual aircraft 1 from the route information stored in the route database 26. Select one or more routes that are estimated to be most appropriate for this. For example, when landing, the most recent approach from the current position is not used by other aircraft among multiple route candidates determined from the current position, runway (or gate when taking off), and direction of travel. It is estimated that a route that is easy or can easily secure a distance from a nearby aircraft in flight is most appropriate. In addition, for example, a route that can sufficiently secure the difference in time until the same altitude with other aircraft and the distance difference of the same altitude, the longitude and latitude do not overlap with other aircraft, or even if they overlap, It is assumed that a route having a large time difference is appropriate.

  A plurality of such most appropriate routes (hereinafter referred to as “recommended routes”) may be determined.

(Predicted noise information)
After the recommended route is created as described above, when the controller instructs the display of recommended route candidates (while the instructions are valid), or when the requested route is instructed from the aircraft 1 during takeoff and landing, etc. When a predetermined operation is performed on the ATC client 16, the ATC client 16 predicts the noise level on the recommended route.

  5 and 6 conceptually show the data processing in the noise level prediction process by combining both drawings. The reference numerals are the same as those in FIGS. 3 and 4.

  The ATC client 16 predicts a noise level (EPNL: effective sensory noise level) at a predetermined point on the recommended route based on the selected recommended route information and aircraft information at the time when the route selection is instructed. . Here, for information other than the recommended route information, information at the time of creating the recommended route is used for the purpose of matching with the recommended route information.

  The noise level prediction is performed on the section where the area around the airport is divided into meshes, and for the areas where meshes of the same level (the same when the level is divided) are connected, the predicted noise level for each area is The color is displayed in a color corresponding to the noise level. For the predicted noise level for each section, for example, the attenuation rate determined by the distance from the aircraft and the center of the section is applied to the sound level for each direction at the sound source position determined by the aircraft model, speed, course, posture, etc. Ask for. The predicted noise level for each section is sequentially recalculated as the aircraft advances. In addition, even when there is an aircraft at an instructed future position when it is assumed that the recommended route has been traveled, the predicted noise level for each section can be calculated in the same manner.

  Here, when the recommended route candidate is sent to a specific aircraft while the predicted noise information is displayed, or when the selection of a specific aircraft is canceled, a control instruction other than the recommended candidate route transmission is created. When the specific aircraft goes out of the display target area, the display of the predicted noise information is erased from the screen.

  Note that noise level prediction information can be obtained in the same manner for an aircraft that is traveling on a confirmed route.

(Cumulative noise information)
In the ATC client 16, when the aircraft shadow is erased from the screen, when a landing return instruction (instruction to re-do the landing) is issued, or when the controller approves the recommended route candidate as the actual flight route, The cumulative noise level on the recommended route is calculated.

  7 and 8 conceptually show the data processing in the process of calculating the cumulative noise level in combination with both drawings. The reference numerals are the same as those in FIGS. 3 and 4.

  The ATC client 16 predicts the accumulated noise level at a predetermined point on the recommended route based on the approved recommended route information and the aircraft information when the route selection is approved. This cumulative noise level is the sum of the predicted noise levels described above for all aircraft that have been subject to noise prediction. Note that the predicted noise level of the aircraft for which the route has been determined may be used for the total accumulated noise level. Again, for information other than the recommended route information, information at the time of creating the recommended route is used for the purpose of matching with the recommended route information.

  Cumulative noise level prediction is performed on the area around the airport divided into meshes, and for areas connected with meshes of the same level (the same when the level is divided into stages), the cumulative predicted noise level for each area Are displayed in a color corresponding to the accumulated noise level.

(Recommended route information + noise damage status)
After the recommended route has been created as described above, when the controller instructs the display of recommended route candidates (while the instructions are valid) or when the requested route is instructed during takeoff and landing from an aircraft, etc. In the client 16, information on the created one or more recommended routes and the accumulated predicted noise level (or predicted noise level) are displayed in combination.

  The controller may arbitrarily set whether to display only the recommended route or to display a combination of the recommended route and the accumulated predicted noise level.

  9 and 10 conceptually show the data processing in the combined display process of the recommended route and the accumulated predicted noise level, with reference to both drawings. The reference numerals are the same as those in FIGS. 3 and 4.

  In the ATC client 16, the data of the predicted noise level or the accumulated predicted noise level for each area corresponding to the recommended route or the route requested to be used by the aircraft is called, and based on the noise level data. Therefore, the recommended route is classified into an alarm level where the influence of noise is particularly large, a caution level where the influence of noise is relatively large although it does not fall under the alarm level, and other levels. The alarm level and the attention level are determined by, for example, comparing the maximum value among the accumulated noise levels (or noise levels) of all sections with a threshold value.

  The classified recommended routes are displayed on a screen of a display (not shown) of the ATC client 16 in a color corresponding to each level. At this time, each section may be filled with a color according to an alarm, a caution, or the like.

  The recommended route for the alarm level is also displayed to allow the controller to determine the route, but if there is a recommended route with a level lower than the warning level, the air traffic control support system will display the recommended route for the alarm level. Alternatively, it may be automatically excluded from the recommended route, or the controller may select such a function setting.

(A-3) Effect of Embodiment In the above embodiment, the system can automatically determine one or more recommended routes for takeoff and landing.

  In addition, since the noise level of the aircraft alone when traveling along the recommended route or the cumulative noise level combined with the noise of other aircraft is predicted, the recommended route can be used for aircraft that affect the living environment near the airport. It can be evaluated in terms of noise.

  Furthermore, since a plurality of recommended routes are displayed together with information indicating whether the accumulated noise level or the noise level requires attention and warning, the controller can determine the recommended route that conforms to the noise regulation situation as the actual route. .

  By determining the route of each aircraft as described above, it is possible to disperse and suppress the adverse effects of aircraft noise on the living environment near the airport.

(B) Other Embodiments In the above-described embodiment, the flying object is an aircraft. However, other flying objects such as a helicopter, an airship, and a rocket may be used.

  The threshold for determining whether the recommended route requires warning or attention in view of the accumulated noise level or noise level may be fixed, may be variable by the controller, and It may be automatically variable. For example, the threshold value may be automatically changed according to a time zone such as nighttime.

  In the above embodiment, the cumulative noise level or noise level of the recommended route is predicted. However, even if the target aircraft route is fixed and cannot be changed, the cumulative noise level or noise level is set. It may be predicted. Even in such a case, for example, use the accumulated noise level or the noise level predicted to judge whether it is better to wait for other aircraft to go far and the synthesized sound is no longer a problem. Can do.

It is a functional block diagram which shows the structure of the system server of the air traffic control assistance system of embodiment with an external device. It is a functional block diagram which shows the structure of the ATC client of the air traffic control assistance system of embodiment. It is explanatory drawing (the 1) which shows the outline of the recommended route selection process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 2) which shows the outline of the recommended route selection process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 1) which shows the outline of the noise level prediction process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 2) which shows the outline of the noise level prediction process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 1) which shows the outline of the accumulation noise level calculation process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 2) which shows the outline of the accumulation noise level calculation process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 1) which shows the outline of the recommendation path | route + prediction noise level display process of the air traffic control assistance system of embodiment. It is explanatory drawing (the 2) which shows the outline of the recommendation path | route + prediction noise level display process of the air traffic control assistance system of embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Aircraft, 5 ... System server, 10 ... Aircraft information management means, 13 ... Route information database, 16 ... ATC client, 19 ... Aircraft information management means, 20 ... Aircraft database, 26 ... Route database, 27 ... Surrounding area file.

Claims (5)

A recommended route determining means for determining one or more recommended routes recommended for the aircraft to be processed to travel from a plurality of routes prepared in advance based on at least the flight state of the aircraft;
A recommended route display means for displaying a predetermined recommended route;
A noise estimation means for estimating the noise generated by the flying object when it is assumed that the processing target flying object has traveled along the recommended route;
Air traffic control support, comprising: first predictive noise evaluation means for predicting noise at the ground location of each section obtained by dividing the area around the airport in a mesh shape based on the estimation result by the noise estimation means system. Assuming that the non-processed aircraft in flight travels in a route where the noise is a problem, the noise at the above-mentioned multiple ground locations is determined for each non-processed aircraft. Second predictive noise evaluation means for predicting, respectively,
Cumulative predicted noise evaluation means for obtaining a cumulative value of predicted noise on any of the recommended routes by the first predicted noise evaluation means and each predicted noise by the second predicted noise evaluation means for each ground location. The air traffic control support system according to claim 1, further comprising: Predicted noise cumulative value comparison means for comparing the predicted noise cumulative value for each recommended route for the aircraft to be processed with a threshold value,
The air traffic control support system according to claim 1 or 2, wherein the recommended route display means displays each recommended route so that the controller can recognize the comparison result. The first predicted noise assessment manual stages, using a noise aircraft occurs a noise attenuation factor according to the distance between the aircraft and the ground point, to predict the noise in the area around the airport The air traffic control support system according to claim 1, wherein the system is an air traffic control support system. Among the compartments, the first predicted noise evaluation unit a plurality of compartments prediction Noise evaluation is evaluated to be equal to each other by, collectively further comprising a noise evaluation result display means for displaying as one area The air traffic control support system according to claim 1.

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