JP5960019B2 - Flight management support device, flight management support system, flight management support method, and display device - Google Patents

Description

  The present invention relates to an operation management support device, an operation management support system, an operation management support method, and a display device.

Conventionally, as one of the flight patterns of an aircraft, as shown in FIG. 1, each of a plurality of flight units 10 a to 10 f flies to a merging point via different flight paths, and after merging at a merging point, As shown in FIG. 2, it may be required to fly in a convoy to the next destination in a predetermined order and distance interval.
When such a flight is performed, each flight unit 10a to 10f is given a flight plan prepared in advance, and pilots of the aircraft perform operations according to the flight plan. In the flight plan, for example, a flight path of the flying unit, a plurality of passing points set on the flying path, a scheduled time of passing through each passing point, and the like are defined.

  During the flight, each flight unit will fly to the confluence according to its flight plan.However, depending on the weather conditions and other factors, some flight units may not always fly according to the flight plan, exceeding the predetermined amount. There may be a delay. In this way, when a delay of a predetermined amount or more occurs in a part of the flying units, in order to realize the formation flight with a certain distance interval as shown in FIG. It is necessary to review the flight plan and perform the flight according to the flight plan that each flight unit has revised.

  Conventionally, the occurrence of such a delay and the change of the flight plan have been performed by a commander who supervises the operation management of the plurality of flight units 10a to 10f. Specifically, a commander is on board the aircraft of one of the flight units, and the commander obtains the flight status from other flight units by voice communication. I was making changes. When the flight plan needs to be changed, the changed flight plan is notified to each flight unit by voice communication.

JP-T-2004-526258 Japanese Patent Laid-Open No. 2007-4252 JP-T-2006-523874

  However, the determination of whether or not the flight plan is changed as described above and the reconstruction of the flight plan must be performed on an aircraft that is difficult to work on, and must be performed quickly in a limited time. Therefore, conventionally, the burden on the commander is extremely large, and if the flight plan cannot be created by a predetermined time, the above flight itself has to be canceled.

  The present invention has been made in view of such circumstances, and provides an operation management support device, an operation management support system, an operation management support method, and a display device that can reduce the burden on the commander. With the goal.

  In the first aspect of the present invention, when each of a plurality of flying units flies on different flight paths and merges at a confluence, and then flies to a common destination, at least any one of the above A flight management support device that has a flight unit and supports the operation management of the entire flight unit, and is connected via a communication network with a processing device having a communication function of each of the other flight units during the flight. Receiving means for acquiring flight information including the current position, velocity, and altitude of the flying units from each processing device, storage means for storing the flight plan of each flying unit, and received by the receiving means. A table for displaying the current position of each flying unit and the current position of the flying unit to which the flying unit belongs and the flight plan of each flying unit stored in the storage unit A flight management support and means.

According to this aspect, the flight information including the position information of each flight unit is received, and the current position of each flight unit based on the received flight information is compared with the flight plan of each flight unit stored in the storage means. Therefore, the user (for example, a commander, a pilot, etc.) can easily grasp the flight state of each flight unit. This makes it possible to easily determine whether or not a flight plan needs to be changed. The user himself / herself collects flight information of other flight units by voice communication, and the user analyzes them to analyze the necessity of changing the flight plan. The labor can be reduced as compared with the conventional case where the determination is NO.
Furthermore, by receiving flight information including altitude and speed as well as position information, it is possible to provide information to the user as to whether or not each aircraft of each flight unit is continuing to fly.

  The said operation management assistance apparatus is provided with the input means for a user to input, and when the information which instruct | indicates the change of the said flight plan is input from the said input means, it newly creates the flight plan of each said flight unit A plan creation means and a transmission means for transmitting the flight plan created by the plan creation means to each of the flight units may be provided, and the display means may display the flight plan.

  As described above, when information instructing a flight plan change is input, the flight plan is automatically created, so that it is possible to reduce the labor of a user (for example, a commander) related to the reworking of the flight plan. It becomes possible.

  In the operation management support apparatus, the plan creation unit creates a plurality of flight plans based on different algorithms, and the display unit instructs the user to select one of the flight plans together with the plurality of flight plans. May be displayed.

  In this way, multiple flight plans are presented to the commander, and the final flight plan is selected by the commander, so select an appropriate flight plan that takes into account other factors such as flight status and surrounding environment. Is possible.

  In the operation management support device, the plan creation means calculates an estimated arrival time of a confluence in each flying unit based on a current flight status and a flight plan of each flying unit, and the calculated estimated arrival time is Arrange the order of arrival of the flying units in order of late, set the estimated arrival time of each flying unit at the specified time interval based on the flight unit with the latest expected arrival time, and based on the set estimated arrival time, It is good also as making the flight plan of a flight unit.

  In the above operation management support device, the plan creation means calculates an estimated arrival time of a confluence in each flight unit based on the current flight status and flight plan of each flight unit, and is set in the flight plan. The flight unit with the largest difference between the estimated arrival time at the confluence and the estimated arrival time at the junction is identified, and the arrival sequence in the original flight plan is maintained based on the estimated arrival time of the identified flight unit. Alternatively, the scheduled arrival times of the flying units may be set at specified time intervals, and the flight plans of the flying units may be created based on the set scheduled arrival times.

  In the operation management support apparatus, the receiving unit may receive an estimated arrival time at the junction from each processing apparatus.

  As described above, since the estimated arrival time at the confluence is received from each flight unit, it is possible to save time and effort for calculating the estimated arrival time of each flight unit in the operation management support device.

  In the operation management support apparatus, the receiving unit receives an estimated arrival time at a confluence from the processing unit of each flying unit, and the plan creating unit uses the estimated arrival time received from each processing unit. A flight plan for each of the flight units may be created.

  Thus, since the estimated arrival time at the confluence is received from each flight unit, the plan creation means can create a flight plan using this information, and the processing can be reduced.

  In the above operation management support device, the plan creation means instructs the user to input the arrival start time or arrival completion time of the junction, and the arrival start time or arrival completion time is input from the input means. In addition, a flight plan for each of the flying units may be created based on the input time.

  In the operation management support device, the flight information includes a fuel amount, and predicts a fuel consumption amount to a return place when each flight unit flies based on the changed flight plan. It is good also as providing the return availability judgment means which judges the propriety of the flight to the return place for every said flight unit by comparing a fuel consumption and the fuel amount of the flight unit.

  According to such a configuration, whether or not return is possible is presented to the user, so that the user can make a determination as to whether or not the flight plan needs to be changed and a flight plan change determination in consideration of this information.

  In the operation management support apparatus, the flight information includes a fuel amount and an aircraft weight, and the receiving means acquires weather information, and each flight unit is based on the flight plan after the change to the junction. Low speed flight evaluation means for predicting the weight of each aircraft at the confluence when flying and determining whether low speed flight is possible for each flying unit based on the predicted weight of the aircraft and weather conditions; It is good.

  According to such a configuration, it is possible to notify each flying unit of whether low-speed flight is possible. The low flight includes hovering.

  A second aspect of the present invention is a display device applied to the operation management support device, wherein the current position in at least one of the flight units and the flight position when the flight unit is flying according to a flight plan Are display devices displayed on the same screen.

  According to such a display device, not only the current position but also the flight position when flying according to the flight plan is displayed, so it is easy to determine how late or early the flight plan is. It can be grasped and it can be expected to reduce the deviation from the planned time. In addition, by displaying information related to the aircraft, the pilot can fly as planned if the pilot operates the aircraft so that the current position matches the flight position.

  In the above display device, at least one of a flight unit that is delayed by more than a predetermined time with respect to the flight plan and a flight unit that runs short of fuel in the flight to the destination is highlighted and displayed compared to other displays. It may be done.

  According to such a display device, it is possible to easily display information on a flight unit in which a delay has occurred or a flight unit that is difficult to return. This can draw the attention of the commander.

  A third aspect of the present invention is an operation management support system in which the operation management support device is mounted on each of the flying units, and the operation management support devices are connected to each other via a communication network.

  In the above-described operation management support system, one of the plurality of operation management support devices functions as a master having command authority, and the operation management support device other than the master belongs to itself stored in the storage means. The flight information of the flight unit may be transmitted to the operation management support device that is the master, and when the changed flight plan is received from the master, the changed flight plan may be stored in the storage unit.

  In the above operation management support system, when the operation management support device other than the master receives the changed flight plan from the operation management support device that is the master, the changed flight plan is displayed on the display means. Also good.

  In the above-mentioned operation management support system, it may be possible to manually switch whether or not it is a master.

  In the operation management support system, the operation management support device other than the master predicts a fuel consumption amount to a return place when flying based on the flight plan, and the predicted fuel consumption amount and the fuel amount of the main body And a return possibility determination means for determining whether or not the flight to the return place is possible, the determination result of the return permission determination means is transmitted to the operation management support device as a master, and the master as the master The operation management support device may display the determination result of the return availability determination unit received from each of the operation management support devices on the display unit.

  According to such a flight management support system, each flight unit has a flight management support device that determines whether or not it is possible to fly to the return location, and the result is transmitted to the master flight management support device. Thus, it is possible to reduce the processing load on the master. Moreover, in the operation management support system which is a master, it is possible to present information to the user by displaying the result of whether or not the return flight received from each flight unit is displayed.

  In the operation management support system, the operation management support device other than the master predicts the weight of the aircraft at the junction when flying to the junction based on the flight plan, and the predicted aircraft weight and weather conditions And a low-speed flight evaluation unit that determines whether or not low-speed flight including hovering is possible, and transmits a determination result of the low-speed flight evaluation unit to the operation management support device that is a master, and is a master The said operation management assistance apparatus is good also as displaying the determination result of the said low-speed flight evaluation means received from each said operation management assistance apparatus on the said display means.

  According to such an operation management support system, in the operation management support device included in each flight unit, whether or not low-speed flight is possible is determined, and the result is transmitted to the master operation management support device. It is possible to reduce the burden of calculation processing. Moreover, in the operation management support system which is a master, it becomes possible to present information to the user by displaying the result of the propriety of low speed flight received from each flight unit.

  In the flight management support system, the flight management support device other than the master has a predicted arrival time calculation unit that calculates a predicted arrival time of the junction, and transmits the predicted arrival time to the flight support device that is a master. And the said operation management assistance apparatus which is a master is good also as displaying the said estimated arrival time received from each said operation management assistance apparatus on the said display means.

  According to such an operation management support system, in the operation management support device included in each flight unit, the estimated arrival time of the confluence is calculated and the result is transmitted to the master operation management support device. It is possible to reduce the burden of calculation processing. Moreover, in the operation management support system which is a master, it becomes possible to present information to the user by displaying the estimated arrival time of the confluence received from each flight unit.

  A fourth aspect of the present invention is an operation management support method applied when each of a plurality of flying units flies on different flight paths and merges at a confluence, and then flies to a common destination. Each of the flying units is equipped with a processing device having a communication function, and the processing devices are connected to each other via a communication network, so that flight information including a flight plan and a flight status can be obtained between the flying units. During the flight, at least one of the processing devices displays the flight information of each of the flight units and its own flight information in comparison with the preset flight plan, thereby displaying to the user It is an operation management support method for presenting the current flight state of each of the flying units.

  According to the present invention, it is possible to reduce the burden on the commander.

It is a figure for demonstrating the flight pattern of the flight unit by which the operation management assistance apparatus which concerns on one Embodiment of this invention is mounted. It is a figure for demonstrating the flight pattern of the flight unit by which the operation management assistance apparatus which concerns on one Embodiment of this invention is mounted. It is the figure which showed the whole structure of the operation management assistance system which concerns on one Embodiment of this invention. It is the figure which showed the hardware constitutions of the operation management assistance apparatus which concerns on one Embodiment of this invention. It is a functional block diagram of the operation management support device concerning one embodiment of the present invention. It is the figure which showed an example of the flight plan. It is the flowchart which showed the process sequence of the delay time minimization algorithm performed by the plan preparation part shown in FIG. It is a figure for demonstrating the flight plan produced by the delay time minimization algorithm shown in FIG. It is the flowchart which showed the process sequence of the arrival order fixed algorithm performed by the plan preparation part shown in FIG. It is a figure for demonstrating the flight plan produced by the arrival order fixed algorithm shown in FIG. It is the flowchart which showed the process sequence of the arrival start time designation | designated algorithm performed by the plan preparation part shown in FIG. It is a figure for demonstrating the flight plan produced by the arrival start time designation | designated algorithm shown in FIG. It is the flowchart which showed the process sequence of the arrival completion time designation | designated algorithm performed by the plan preparation part shown in FIG. It is a figure for demonstrating the flight plan produced by the arrival completion time designation | designated algorithm shown in FIG. It is the figure which showed an example of the display screen of the display apparatus which concerns on one Embodiment of this invention. It is the figure which showed an example of the display screen of the display apparatus which concerns on one Embodiment of this invention.

  Hereinafter, an operation management support device, an operation management support system, an operation management support method, and a display device according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the operation management support device, operation management support system, operation management support method, and display device of the present invention are configured such that each of the plurality of flight units 10 a to 10 f joins via different flight paths. This is applied when flying to a point and then performing a platoon flight (see FIG. 2) to another destination.

  FIG. 3 is a diagram showing a schematic configuration of the operation management support system 1 according to the embodiment of the present invention. As shown in FIG. 3, the operation management support system 1 includes, for example, operation management support devices 2 a to 2 f (hereinafter, all the operation management support devices are simply denoted by “ "2" is attached, and when the operation management support devices are shown separately, the reference numerals "2a", "2b", etc. are attached. The same applies to the other components.) The operation management support devices 2a to 2f are connected via a communication network.

Any one of these operation management support devices 2a to 2f is set as a master having a command right, and the operation management of the flight units 10a to 10f is comprehensively performed by this master. The setting of whether or not it is a master can be manually performed by operating an input unit such as a master switching button provided in each of the operation management support devices 2a to 2f, for example.
The priority order regarding which flight management support apparatus 2 is set as a master in which flight unit is defined in advance, and the master is switched based on the priority order. Thereby, for example, when the operation management support device 2 initially set as the master does not function due to some factor, the flight management support device with the next priority is quickly set as the master, so that the flight unit As a whole, it becomes possible to quickly and continuously manage the operation.
In the following description, a case where the flight management support device 2a of the flying unit 10a is set as a master will be described as an example. In addition, for the operation management support devices 2b to 2f other than the master, for example, certain functions to be described later are set to be limited by software.

  Further, as shown in FIG. 1, each of the flying units 10a to 10f is composed of a plurality of aircrafts, and one of them is set as an aircraft representing each flying unit (hereinafter referred to as a “representative aircraft”). ing. In one flight unit, the representative aircraft is responsible for managing the information of other aircraft belonging to the same unit. Aircraft belonging to the same flight unit are assumed to fly in groups according to a common flight plan. In addition, about the operation management between each airframe in each flight unit, it does not specifically limit and does not affect the right of this invention.

  FIG. 4 is a diagram illustrating a hardware configuration of the operation management support apparatus 2. As shown in FIG. 4, the operation management support apparatus 2 is equipped with a computer. For example, an arithmetic processing unit such as a CPU, an auxiliary storage unit 12 for storing a program executed by the arithmetic processing unit 11, and the like. The main configuration includes a main storage unit 13 that functions as a work area during program execution, a communication unit 15 for connecting to a network, an input unit 16 that is operated by a user, and a display unit 17. These units are connected via an information sharing unit 18.

  FIG. 5 is a functional block diagram of the operation management support apparatus 2. For example, a part of the processing realized by each unit illustrated in FIG. 5 is realized by the arithmetic processing unit 11 reading the program stored in the auxiliary storage unit 12 to the main storage unit 13 and executing it. is there. As shown in FIG. 5, the operation management support apparatus 2 includes an input unit 21, a display unit 22, a storage unit 23, a communication unit (reception unit / transmission unit) 24, a flying unit detection unit 25, a determination unit 26, and a plan creation unit. 27, a return availability evaluation unit 28, and a low-speed flight evaluation unit 29 are provided.

The storage unit 23 is, for example, for storing flight information including a flight plan, a flight history, a current position, etc. of a flight unit to which the aircraft equipped with the operation management support device 2 belongs.
FIG. 6 shows an example of a flight plan. As shown in FIG. 6, the flight plan includes a departure point, a scheduled flight start time, a destination, a scheduled destination arrival time, and a plurality of air traffic control points CP1 set on a flight route from the departure point to the destination. And the scheduled passage time at the point.

In this embodiment, as shown in FIG. 6, each flying unit arrives at a confluence at a predetermined order and a predetermined time interval via different flight paths, and thereafter, at a predetermined distance interval, A flight plan is set up to fly in a row. Specifically, the flying units 10a to 10f arrive at the confluence in a predetermined order at intervals of 2 minutes, and then perform a rapid flight while maintaining this arrival order and return to the destination at intervals of 2 minutes. Assume a case of arrival.
Although FIG. 6 shows the flight plans for all the flight units, at least the storage units 23 of the other operation management support apparatuses 2b to 2f that do not have command have flight plans for their flight units. Is sufficient.

  In addition, the flight history is the actual time that passed through the departure point and each air traffic control point, meteorological conditions (eg, temperature, wind direction / speed, humidity, weather, etc.), altitude, fuel amount, flight time (start of flight) Elapsed time), flight speed, etc. are recorded.

The communication unit 24 is for communicating with an operation management support device possessed by another flight unit during the flight.
For example, in the operation management support devices 2b to 2f other than the master, the flight information (flight plan, flight history, etc.) stored in its own storage unit 23 is transferred to the master operation management support device 2a via the communication unit 24. The master operation management support device 2a transmits the flight information of each flight unit transmitted from the other operation management support devices 2b to 2f.

  The flight unit detection unit 25, the determination unit 26, the plan creation unit 27, the return availability evaluation unit 28, and the low speed flight evaluation unit 29 are installed in all the flight management support devices 2, but have no command. The management support devices 2b to 2f are restricted so that functions realized by these units cannot be used in software.

Based on the flight information of each flight unit received by the communication unit 24 and its own flight information stored in the storage unit 23, the flight unit detection unit 25 is delayed for a predetermined time or more with respect to the flight plan. Detects flying units.
The determination unit 26 determines that the flight plan needs to be changed when the flight unit detecting unit 25 detects a flight unit having a delay of a predetermined time or more.

When the determination unit 26 determines that the flight plan needs to be changed, the plan creation unit 27 newly creates a flight plan for each flight unit.
For example, the plan creation unit 27 has a plurality of flight plan change algorithms, creates a plurality of flight plans based on each algorithm, and displays the created flight plans on the display unit 22.
Hereinafter, each algorithm for the flight plan creation process executed by the plan creation unit 27 will be described with reference to the drawings.

[Delay time minimization algorithm]
First, the estimated arrival time of the confluence of each flying unit is calculated (step SA1 in FIG. 7). For example, for the flight units that have not been delayed, the scheduled arrival time of the original flight plan is adopted, and for the flight units that have been determined to be delayed, the scheduled flight time of the original flight plan is used. The estimated arrival time is calculated by adding the delay time to. At this time, the estimated arrival time may be calculated in consideration of information such as flight speed and weather conditions, and a known method can be used as appropriate.

  Subsequently, the flight units are rearranged in order of late arrival arrival time at the junction (step SA2 in FIG. 7). For example, as shown in FIG. 8A, the original flight plan (see, for example, FIG. 6) is defined to arrive in the order of the flying units 10a, 10b,. On the other hand, when a delay occurs in the flying unit 10b and it is determined that the expected arrival time of the confluence of the flying unit 10b is the latest, the arrival order of the flying units is 10a, 10c, 10d, 10e. 10f and 10b (see FIG. 8B).

  Next, the arrival time of each flight unit is set at a specified time interval with reference to the flight unit with the latest arrival time (step SA3 in FIG. 7). Accordingly, in the flight plan after the change, as shown in FIG. 8C, each flight is made to the confluence at the specified time interval in the order of 10a, 10c, 10d, 10e, 10f, and 10b. A plan is created so that units arrive. Here, the time interval may be registered in the storage unit 23 in advance, or may be input from the input unit 21 by the commander each time.

[Arrival order fixed algorithm]
First, in the same manner as described above, the estimated arrival time of the confluence of each flying unit is calculated (step SB1 in FIG. 9). Subsequently, for each flight unit, a difference Δt between the estimated arrival time calculated in step SB1 and the estimated arrival time in the original flight plan is calculated (step SB2), and the flight unit having the maximum difference Δt is specified ( Step SB3).

For example, in the initial flight plan (see, for example, FIG. 6), when the flight units 10a, 10b,..., 10f arrive in order (see FIG. 10 (a)), the flight unit 10b. In the case where only a delay occurs (see FIG. 10B), the flying unit 10b is identified as the flying unit having the maximum difference Δt.
Subsequently, based on the estimated arrival time of the identified flight unit 10b, the order determined in the original flight plan is maintained, and the estimated arrival time of each flight unit is set at designated time intervals (step SB4). .

As a result, the arrival time of the confluence of each flying unit is set as shown in FIG.
Based on this estimated arrival time, a flight plan for each flight unit is created. That is, a flight plan from the current point to the junction and the destination is created for each flight unit.

[Arrival start time specification algorithm]
In this algorithm, the commander can set the arrival start time at the confluence, and the scheduled arrival time at the confluence of each flight unit is determined according to the set time.
First, the commander is instructed to input the arrival start time (step SC1 in FIG. 11), and when the arrival start time is input from the input unit (“YES” in step SC2 in FIG. 11), this arrival start time. Is determined earlier than the arrival start time in the original flight plan (step SC3). As a result, if the arrival start time input in step SC2 is earlier than the initial start time in the original flight plan (“YES” in step SC3), re-input is instructed (step SC4).

On the other hand, when the arrival start time input in step SC2 is later than the initial start time in the original flight plan, the arrival order in the original flight plan is based on the arrival start time input in step SC2. While maintaining (see FIG. 12A), the scheduled arrival time of each flight unit is set at a specified time interval (step SC5). As a result, the estimated arrival time of the confluence of each flight unit is set as shown in FIG.
A flight plan from the current point to the destination is created for each flight unit based on the estimated arrival time of the confluence of each flight unit.

[Arrival completion time specification algorithm]
In this algorithm, the commander can set the arrival completion time at the confluence, and the scheduled arrival time at the confluence of each flight unit is determined according to the set time.
First, the commander is instructed to input the arrival completion time (step SD1 in FIG. 13), and when the arrival completion time is input from the input unit (“YES” in step SD2 in FIG. 13), the input arrival time. It is determined whether the completion time is earlier than the arrival completion time in the original flight plan (step SD3). As a result, if the input arrival completion time is earlier than the arrival completion time in the original flight plan (“YES” in step SD3), re-input is instructed (step SD4). On the other hand, when the arrival completion time input in step SD2 is later than the initial completion time in the original flight plan, the arrival completion time in the original flight plan is based on the arrival completion time at the junction point input in step SD2. While arriving in the order of arrival (see FIG. 14 (a)), the scheduled arrival time of the confluence of each flight unit is set at designated time intervals (step SD5). As a result, the estimated arrival time of the confluence of each flight unit is set as shown in FIG.
A flight plan from the current point to the destination is created for each flight unit based on the estimated arrival time at the confluence of each flight unit.

  When the plan creation unit 27 creates each flight plan in accordance with the above algorithms, the plan creation unit 27 displays the created flight plan on the display unit 22. As a result, the flight plan can be selected by the commander.

  The return availability evaluation unit 28 uses the fuel amount included in the flight information received from each flight unit to determine whether or not each flight unit can return to a preset return location (see FIG. 1). To do. Specifically, first, assuming that the current flight state (speed, torque, etc.) is maintained, the amount of fuel consumed when flying to the return point is predicted. Then, the predicted fuel consumption amount is compared with the current fuel amount, and if the predicted fuel consumption amount is smaller than the current fuel amount, it is determined that feedback is possible. The evaluation result by the return possibility evaluation unit 28 is displayed on the display unit 22 and transmitted to the operation management support devices 2b to 2f mounted on each flight unit.

The low-speed flight evaluation unit 29 uses the fuel amount included in the flight information received from each flight unit and the weather conditions received from the weather server, etc., so that each flight unit can fly at a low speed (for example, hovering or It is determined whether or not a kite flight or the like is possible. Specifically, the aircraft weight is estimated based on the fuel amount and aircraft weight received from each flight unit, and the torque required for low altitude flight based on the estimated aircraft weight, altitude, outside air temperature, etc. Torque ") is calculated. Further, torque that can be output by the aircraft (hereinafter referred to as “engine output torque”) is calculated based on altitude, outside air temperature, and the like. Then, in the comparison between the engine output torque and the necessary torque, it is evaluated whether or not the low-flying flight is possible. For example, if the difference between the engine output torque and the required torque exceeds a preset threshold value, it is determined that the low-flying flight is possible.
As a specific calculation method for the necessary torque and the engine output torque, for example, a known calculation method disclosed in Japanese Patent Laid-Open No. 10-16894 can be used.

  The evaluation result by the low-speed flight evaluation unit 29 is displayed on the display unit 22 and transmitted to the operation management support devices 2b to 2f mounted on each flight unit.

Next, operation | movement of the operation management assistance system 1 provided with the said structure is demonstrated.
First, each flight unit starts flying from its departure point according to a flight plan given individually in advance. At this time, the flight plan is stored in the storage unit 23 of the operation management support devices 2a to 2f of each flight unit, and the information is displayed on the display unit 22. Therefore, the pilot operates according to the flight plan displayed on the display unit 22.

In the process of flying from the departure place to the confluence, information on the flight status is sequentially stored in the storage unit 23 of each of the flight management support devices 2a to 2f of the flight unit. The main ones are flight history (actual time of departure and actual air traffic control points, weather conditions (eg temperature, wind direction / speed, humidity, weather, etc.), altitude, fuel amount, flight time, flight speed. Etc.) and current position.
In addition to the above information, the flight plan of all the flight units is stored in the storage unit 23 of the operation management support apparatus 2a having the command (see, for example, FIG. 6).

During the flight, each of the operation management support devices 2b to 2f operates the flight information such as the current position, the passing time of each air traffic control point, speed, altitude, temperature, fuel amount, etc. at a predetermined timing. It transmits to the support apparatus 2a.
When the flight management support device 2a receives flight information from each flight unit, the flight management support device 2a stores the flight information in the storage unit 23 in association with the flight unit identification information and performs the following processing.

  First, the flight unit detecting unit 25 detects a flight unit that is delayed for a predetermined time or more with respect to the flight plan. As a result, if such a flight unit is not detected, the determination unit 26 determines that there is no problem with the current flight plan, and the flight plan is not particularly changed. On the other hand, when a flight unit in which a delay of a predetermined time or longer has been detected, the determination unit 26 determines that the flight plan needs to be changed.

When it is determined that the flight plan needs to be changed, the plan creation unit 27 creates a new flight plan. Specifically, according to the [delay time minimization algorithm], [arrival order fixing algorithm], [arrival start time designation algorithm], and [arrival completion time designation algorithm] described above, four flight plans are prepared for each flight unit. Created. The flight plan created in this way is displayed on the display unit 22.
Next, when any flight plan displayed on the display unit 22 is selected by the commander on board the operation management support apparatus 2a, the flight plan is stored in the storage unit 23 as a new flight plan. At the same time, it is transmitted to the flight management support devices 2b to 2f of the flying units 10b to 10f via the communication unit 24.

  When a new flight plan is received from the flight management support device 2a by the communication unit 24 of the flight management support devices 2a to 2f mounted on the flight units 10b to 10f, the flight plan is stored in the storage unit 23. And displayed on the display unit 22. Thereby, the flight based on a new flight plan will be performed.

Further, in the operation management support apparatus 2a having the command authority, in addition to the determination of whether or not the flight plan is appropriate, the determination of whether or not to return is executed by the return possibility evaluation unit 28, and the determination of whether or not the low speed flight is possible is a low speed flight evaluation. This is performed by the unit 29.
The evaluation results of each flight unit by the return availability evaluation unit 28 and the low-speed flight evaluation unit 29 are stored in the storage unit 23 of the operation management support device 2a and displayed on the display unit 22 of the operation management support device 2a. Further, these evaluation results are transmitted to the flight management support devices 2b to 2f of the flying units via the communication unit 24. As a result, the evaluation results are displayed on the display units 22 of the operation management support apparatuses 2b to 2f of the flying units 10a to 10f, and the pilots and passengers can check the evaluation results.

  FIG.15 and FIG.16 is the figure which showed an example of the display screen displayed on the display part 22 of the operation management assistance apparatus 2a. As shown in FIG. 15, the flight management plan of each flight unit and the current flight position in the flight plan are displayed in a visible form on the display screen of the flight management support apparatus 2 a having command. For example, a plurality of air traffic control points set on the flight path and the scheduled passage time passing through the air traffic control points (actual flight time for air traffic control points passed) are shown in association with each other, and each air traffic control point And the current position are displayed so that they can be compared. As a result, it becomes possible to convey the current position of each flight unit in an easy-to-understand manner to the flight unit pilots and commanders who have the commander. Further, the flight units in which a delay of a predetermined time or more has occurred are emphasized by changing the display mode. Examples of the display mode at this time include changing the color, blinking, and surrounding with a frame. Further, not only display on the display unit 22 but also notification by voice may be performed.

For a flight unit that is difficult to return, for example, the flightable time may be calculated from the remaining fuel amount, and the flightable time may be displayed on the display unit 22.
A plurality of input buttons that function as the input unit 21 are arranged around the display screen. For example, the input button A1 relates to the creation of the flight plan [delay time minimization algorithm], the input button A2 [arrival order fixing algorithm], the input button A3 [arrival start time designation algorithm], and the input button A4 A button for designating [arrival completion time designation algorithm]. If the commander wishes to input an arbitrary time, the input button A5 may be pressed.
The screen switching button A6 is a button for switching between map display and text display. By pressing the screen switching button A6, the display screen can be switched to the map display as shown in FIG. Further, the screen can be moved left and right by operating the scroll button A7.

  FIG. 16 is a diagram showing an example of a map display displayed by operating the screen switching button A6. As shown in FIG. 16, on the map, the flight path based on the flight plan is displayed as a solid line on the map, and the air traffic control points set on the flight path are displayed as points C1 to C4. . In addition, on the flight path, the current position P0 of the flight unit is shown, and the flight position P1 when flying according to the flight plan is displayed. Thus, not only the current position P0 but also the flight position P1 when flying according to the flight plan is displayed. Therefore, if the pilot operates the aircraft so that the current position P0 matches the flight position P1, It is possible to fly as planned. In addition, it is possible to easily grasp how late the flight plan is, and it can be expected to reduce the time delay.

  As described above, according to the operation management support device 2, the operation management support system 1, the operation management support method, and the display device according to the present embodiment, the operation management support device 2a having the command right is located at the position of each flight unit. Flight information including information etc. is received, and the necessity determination of the flight plan change is automatically performed based on the received flight information. In this way, the commander himself collects flight information of other flight units by voice communication, and further, the commander analyzes them to determine whether or not the flight plan needs to be changed. Labor can be reduced.

Further, when it is determined that the flight plan needs to be changed, the flight plan is automatically created, so that it is possible to reduce the labor of the commander related to the reworking of the flight plan.
Also, in the past, humans changed the flight plan on the plane and in a limited time, so only a simple plan change could actually be made, but the flight plan is automatically created. This makes it possible to increase the number of flight plan variations. Furthermore, since the commander can select the final flight plan, it is possible to select an appropriate flight plan that takes into account other factors such as the flight status and the surrounding environment.

  In the present embodiment, each flight unit has the operation management support device 2, and the functions of the operation management support devices 2 b to 2 f that do not have command are limited by software. Instead of this, for example, an information processing device having functions equivalent to the operation management support devices 2b to 2f with limited functions is not provided for each flight unit on which the commander does not board, instead of the operation management support devices 2b to 2f. It may be installed. By doing in this way, the function which is not used can be excluded and it can be set as an inexpensive apparatus.

  Moreover, in this embodiment mentioned above, the landing to the destination and passage are not ask | required. Some flying units need to land at the destination, and some do not need to land. The necessity of landing is set in advance in the flight plan given to each flight unit, and landing or passing through the destination may be performed based on this information.

  In the present embodiment, when the determination unit 26 determines that the flight plan needs to be changed, the plan generation unit 27 automatically generates the flight plan, but instead, When the determination unit 26 determines that the flight plan needs to be changed, the fact may be displayed on the display unit 22 to notify the commander accordingly. And when the instruction | indication of a flight plan change is input from the input part 21 from the commander by this notification, the plan preparation part 27 is good also as creating a flight plan.

  Further, the flying unit detection unit 25 and the determination unit 26 in this embodiment are omitted, and the current position received from each flying unit and its current position, and the flight plan of each flying unit stored in the storage unit 23 are displayed. It is good also as displaying on the display part 22 in the form which contrasts. In this case, the commander compares the position information of each flight unit displayed on the display unit 22 with the flight plan and determines that the flight plan needs to be changed. Input to instruct the change. In response to this input, the plan creation unit 27 may create a flight plan.

  Furthermore, in this embodiment, the plan creation unit 27 creates a plurality of flight plans according to a plurality of algorithms, and presents these to the commander, leaving the final flight plan selection to the commander. Instead, for example, when the determination unit 26 determines that the flight plan needs to be changed, the commander is instructed to select one of the algorithms, and a predetermined algorithm is determined according to this instruction. When designated by the commander, the flight plan may be created according to a designated algorithm. In this case, since the number of flight plans to be created is limited to one, processing can be reduced.

  In the present embodiment, the flight management support device 2 that is the master determines the estimated arrival time of each flight unit, whether or not it is possible to return, and whether or not it is possible to fly low, and the determination result is used to manage the operation of each flight unit. Although it was transmitted to the support device, instead of this mode, in the operation management support devices 2b to 2f of each flight unit, the confluence of each flight unit, the estimated arrival time at the destination, the determination of whether or not to return, It is good also as making determination and transmitting this result to the operation management support apparatus 2a which is a master. In addition, the master operation management support apparatus 2a that has received the information may display the received information on the display unit 22 and present it to the commander.

DESCRIPTION OF SYMBOLS 1 Operation management support system 2, 2a-2f Operation management support apparatus 10a-10f Flight unit 21 Input unit 22 Display unit 23 Storage unit 24 Communication unit 25 Flight unit detection unit 26 Judgment unit 27 Plan creation unit 28 Return availability evaluation unit 29 Low speed Flight evaluation department

Claims (20)

When each of a plurality of flying units flies on different flight paths and merges at a confluence, and then flies to a common destination, at least one of the flying units has a flying unit An operation management support device that supports overall operation management,
During the flight, each of the other flying units is connected to a processing device having a communication function, which has a communication function, via a communication network, and flight information including the current position, speed, and altitude of the flying unit is received from each processing device. Receiving means for obtaining;
Storage means storing the flight plan of each flight unit;
Display means for comparing and displaying the current position of each flight unit received by the receiving means and the current position of the flight unit to which the flight unit belongs and the flight plan of each flight unit stored in the storage means; An operation management support apparatus comprising: An input means for the user to input,
A plan creation means for newly creating a flight plan for each of the flight units when information instructing the change of the flight plan is input from the input means;
Transmission means for transmitting the flight plan created by the plan creation means to each of the flight units,
The operation management support apparatus according to claim 1, wherein the display unit displays the flight plan. The plan creation means creates a plurality of flight plans based on different algorithms,
The operation management support apparatus according to claim 2, wherein the display unit displays an instruction for the user to select any one of the flight plans together with the plurality of flight plans. The plan creation means includes:
Based on the current flight status and flight plan of each flight unit, calculate the arrival time of the confluence in each flight unit,
Rearrange the arrival order of flying units in order of the calculated estimated arrival time.
Based on the flight unit with the latest estimated arrival time, set the estimated arrival time for each flight unit at the specified time interval.
The operation management support device according to claim 2 or 3, wherein a flight plan of each flight unit is created based on the set estimated arrival time. The plan creation means includes:
Based on the current flight status and flight plan of each flight unit, calculate the arrival time of the confluence in each flight unit,
Identify the flight unit with the largest difference between the estimated arrival time at the confluence point set in the flight plan and the expected arrival time at the confluence point,
Based on the expected arrival time of the identified flight unit, set the estimated arrival time of each flight unit at the specified time interval while maintaining the arrival order in the original flight plan,
The operation management support device according to claim 2 or 3, wherein a flight plan of each flight unit is created based on the set estimated arrival time.   The operation management support device according to any one of claims 1 to 3, wherein the reception unit receives an estimated arrival time of the junction from each of the processing devices. The receiving means receives an estimated arrival time at a confluence from the processing device of each flying unit,
The operation management support device according to claim 4 or 5, wherein the plan creation unit creates a flight plan of each flight unit using the estimated arrival time received from each processing device. The plan creation means includes:
Instruct the user to enter the arrival start time or arrival completion time at the confluence,
The operation management support device according to claim 2 or 3, wherein when an arrival start time or an arrival completion time is input from the input means, a flight plan for each of the flight units is created based on the input time. . The flight information includes the amount of fuel,
By predicting the fuel consumption up to the return place when each of the flying units flies based on the flight plan, and comparing the predicted fuel consumption and the amount of fuel of the flying unit, for each flying unit The operation management support device according to any one of claims 1 to 8, further comprising return enable / disable determining means for determining whether or not flight to a return place is possible. The flight information further includes fuel quantity and aircraft weight,
The receiving means acquires weather information,
Based on the flight plan, predict the respective aircraft weight at the confluence when each flying unit flew to the confluence, and based on the predicted aircraft weight and weather conditions, for each flight unit The operation management support apparatus according to any one of claims 1 to 9, further comprising a low-speed flight evaluation unit that determines whether low-speed flight is possible. A display device applied to the operation management support device according to any one of claims 1 to 10,
A display device in which a current position in at least one of the flight units and a flight position when the flight units are flying according to a flight plan are displayed on the same screen.   12. At least one of a flight unit that is delayed by more than a predetermined time with respect to a flight plan and a flight unit that is short of fuel in the flight to the destination is displayed in an emphasized manner compared to other displays. The display device described in 1.   An operation management support system in which the operation management support device according to any one of claims 1 to 10 is mounted on each of the flying units, and the operation management support devices are connected to each other via a communication network. One of the plurality of operation management support devices functions as a master having command,
The operation management support device other than the master transmits the flight information of the flight unit to which it belongs stored in the storage means to the operation management support device that is the master, and receives the changed flight plan from the master. The operation management support system according to claim 13, wherein the changed flight plan is stored in the storage means.   The operation management support device according to claim 14, wherein the operation management support device other than the master displays the changed flight plan on a display unit when receiving the changed flight plan from the operation management support device that is the master. system.   The operation management support system according to claim 14 or 15, wherein switching between master and non-master can be performed manually. The operation management support device other than the master predicts the fuel consumption amount up to the return place when flying based on the flight plan, and compares the predicted fuel consumption amount with the fuel amount of the aircraft. It has a return possibility determination means for determining whether or not it is possible to fly to a return place, and transmits the determination result of the return permission determination means to the operation management support device as a master,
The operation management support apparatus according to any one of claims 14 to 16, wherein the operation management support apparatus as a master displays the determination result of the return availability determination means received from each of the operation management support apparatuses on the display means. system. The operation management support device other than the master predicts the aircraft weight at the junction when flying to the junction based on the flight plan, and performs hovering based on the predicted aircraft weight and weather conditions. Including low speed flight evaluation means for determining whether or not low speed flight is possible, and transmitting the determination result of the low speed flight evaluation means to the operation management support device as a master,
The operation management support device according to any one of claims 14 to 17, wherein the operation management support device as a master displays the determination result of the low-speed flight evaluation unit received from each of the operation management support devices on the display unit. system. The operation management support device other than the master has an expected arrival time calculation means for calculating an expected arrival time of the junction, and transmits the estimated arrival time to the operation support device that is a master.
The operation management support system according to any one of claims 14 to 18, wherein the operation management support device as a master displays the estimated arrival time received from each of the operation management support devices on the display means. A flight management support method applied when each of a plurality of flying units flies on different flight paths, merges at a confluence, and then flies to a common destination,
Each of the flight units is equipped with a processing device having a communication function, and by connecting the processing devices to each other via a communication network, the flight units share flight information including flight plans and flight conditions,
During the flight, at least one of the processing devices displays the flight information of each of the flight units and its own flight information in comparison with a preset flight plan so that each flight can be displayed to the user. A flight management support method that presents the current flight status of a unit.

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