JP6047741B2 - Flight path deriving device and flight path deriving method - Google Patents

Description

  The present invention relates to a flight path deriving device and a flight path deriving method for deriving a flight path on which an aircraft flies.

  When determining the flight path of an aircraft, a technique is known in which pilots are provided with spatial path environment information about the flight space in accordance with flight purposes such as safety, flight time, and fuel consumption (for example, Patent Document 1). The pilot determines an optimal flight path based on such information. However, such technology has not dealt with the noise caused by flying aircraft.

  In recent years, with the increase in aviation demand, the total number of aircraft operations (traffic volume) has increased, and the noise of aircraft has also been increasing. Therefore, a technique is disclosed that uses the flight data of an aircraft to quantitatively indicate to a pilot how much the noise generated by the aircraft is in each area on the ground (for example, Patent Document 2). Based on such information, the pilot flies to reduce noise damage.

  In addition, a technique for showing one or a plurality of recommended routes to a pilot based on predicted noise accumulation values at a plurality of ground locations is also disclosed (for example, Patent Document 3).

JP-A-8-321000 JP 2006-044577 A JP 2006-213219 A

  It is known that the distribution (noise distribution) of aircraft noise changes due to changes in weather conditions such as wind direction, wind speed, outside air temperature, atmospheric pressure, and humidity. Therefore, if the flight route is easily determined regardless of the weather conditions, the noise distribution is biased and the noise received at any point on the ground may be higher than the assumed level.

  Therefore, in view of such a problem, the present invention provides a flight path deriving device capable of stably suppressing noise received at each point on the ground below an assumed level regardless of changes in noise distribution due to weather conditions, and The purpose is to provide a flight path derivation method.

In order to solve the above problems, the flight path derivation device of the present invention, derives standard flight path is the standard flight path when the aircraft is flying, on the basis of the weather conditions of the time the aircraft is scheduled to fly and noise distribution obtaining unit that acquires an noise distribution, based on the noise distribution, a reference and bias amount transition deriving unit that derives the bias amount changes showing changes in the bias amount of noise relative to the standard flight path, the standard flight path A symmetric transition deriving unit that derives a symmetric transition that is symmetric to the deviation amount transition, and a revised flight path deriving unit that derives a revised flight path on which the aircraft can fly based on the symmetric transition.

  The amount of deviation may be the distance between the center of gravity of the noise distribution on the ground line where the plane orthogonal to the standard flight path intersects the ground plane, and the standard flight path.

  The amount of deviation is such that the noise level exceeding the noise reference value is included in a predetermined allowable range based on the standard flight path on the ground line where the plane perpendicular to the standard flight path intersects the ground plane. May be an offset value corresponding to the amount of movement.

  The amount of deviation may be the distance between the standard flight path and the position where the peak value of the noise distribution on the ground line where the plane orthogonal to the standard flight path intersects the ground plane is present.

  The revised flight path deriving unit may use one or a plurality of approximate curves with symmetric transition as the revised flight path.

In order to solve the above-described problems, the flight route deriving method of the present invention derives based on the weather conditions of the time when the aircraft is scheduled to fly when the aircraft flies over the standard flight route, which is the standard flight route. The obtained noise distribution is obtained, and based on the noise distribution, a deviation amount transition indicating a transition of the noise deviation amount with respect to the standard flight path is derived, and a symmetric transition that is symmetric with the deviation amount transition with respect to the standard flight path is obtained. And a revised flight path through which the aircraft can fly is derived based on the symmetric transition.

  According to the present invention, it is possible to stably suppress noise received at each point on the ground below an assumed level regardless of changes in noise distribution due to weather conditions.

It is explanatory drawing for demonstrating a flight route derivation system. It is explanatory drawing for demonstrating noise distribution. It is a functional block diagram describing a schematic configuration of a flight path deriving device. It is explanatory drawing for demonstrating the process of a deviation amount transition derivation | leading-out part. It is explanatory drawing for demonstrating the other process of a deviation amount transition derivation | leading-out part. It is explanatory drawing for demonstrating the other process of a deviation amount transition derivation | leading-out part. It is explanatory drawing for demonstrating the further another process of the deviation amount transition derivation | leading-out part. It is explanatory drawing for demonstrating the process of a symmetrical transition derivation | leading-out part. It is explanatory drawing for demonstrating the process of a revised flight path | route derivation | leading-out part. It is the flowchart which showed the flow of the process of the flight route derivation method.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(Flight path derivation system 100)
FIG. 1 is an explanatory diagram for explaining the flight path deriving system 100. FIG. 1 (a) shows the relationship between the apparatuses of the flight path deriving system 100, and FIG. Show the flow. As shown in FIG. 1A, the flight route deriving system 100 includes a noise distribution deriving device 110, a flight route deriving device 120, and a flight route executing device 130, each of which is shown in FIG. Processing is performed in the order shown in FIG.

  The noise distribution handled in the present embodiment basically decreases according to the distance from the aircraft 1 as the distance increases, but varies depending on weather conditions such as wind direction, wind speed, outside air temperature, atmospheric pressure, and humidity. Also, noise distribution may change depending on other flight conditions, such as noise flowing downwind at low altitudes and noise flowing upwind at high altitudes. Therefore, the flight route deriving system 100 performs the process when the weather condition changes beyond a predetermined threshold (YES in S1), and remains in the standby state while the predetermined threshold is not satisfied (NO in S1). maintain.

  When the weather condition changes beyond the threshold (YES in S1), the noise distribution deriving device 110 calculates the noise distribution generated when the aircraft 1 flies on the standard route (standard flight route) by simulation (S2). Here, the standard flight path and the revised flight path, which will be described later, are obtained by projecting the trajectory of the aircraft 1 on a two-dimensional map, and indicating the position (altitude) in the vertical direction of the flight path. It doesn't matter.

  Specifically, the noise distribution deriving device 110 first sets a weather model, a standard flight path model, and an aircraft model in the simulation. The weather model indicates information such as the wind direction, the wind speed, the outside air temperature, the atmospheric pressure, and the humidity of the target area at the time when the aircraft 1 is scheduled to fly. The standard flight path model indicates a standard flight path of the aircraft 1 that is determined in advance. The aircraft model indicates information such as the shape of the aircraft 1, the position and intensity of the noise source, the flight position (including longitude, latitude, and altitude), the aircraft speed, and the aircraft attitude.

  Then, the noise distribution deriving device 110 performs a simulation when the set weather model, standard flight path model, aircraft model, etc. are reflected in the real space, and derives the noise distribution. Since various existing techniques can be used for such simulation, detailed description thereof is omitted here.

FIG. 2 is an explanatory diagram for explaining the noise distribution 200. In the present embodiment, as the noise distribution 200, a noise level (single noise exposure level) on a ground line (distance from the standard flight path) where a plane orthogonal to the standard flight path intersects the ground surface is used. Here, the single noise exposure level (L _AE ) is obtained by converting the magnitude of the single noise generated into the noise level of steady noise having an energy equal to that energy for a duration of 1 second.

  Returning to FIG. 1, the flight route deriving device 120 receives the noise distribution 200 derived by the noise distribution deriving device 110, and from the standard flight path on the opposite side to the direction in which the noise flows with reference to the standard flight path. A revised flight path (optimum flight path) is set at a position separated by a distance where noise flows (S3). The flight path deriving device 120 and the noise distribution deriving device 110 described above may be provided in the control engine or in the aircraft 1 itself. The flight path deriving device 120 will be described in detail later.

  The flight path execution device 130 is provided in the aircraft 1 itself, and performs a process for flying the revised flight path derived by the flight path deriving device 120 (S4).

  Hereinafter, a configuration of the flight path deriving device 120 will be described, and then a flight path deriving method using the flight path deriving device 120 will be described.

(Flight path deriving device 120)
FIG. 3 is a functional block diagram illustrating a schematic configuration of the flight path deriving device 120. Here, only the configuration necessary for suppressing noise deviation, which is the object of the present embodiment, will be described, and the description of the configuration not related to the present embodiment will be omitted. The flight path deriving device 120 includes a noise distribution acquisition unit 150, a flight path output unit 152, and a central control unit 154.

  The noise distribution acquisition unit 150 is configured with a communication device or the like, and acquires the noise distribution 200 derived by the noise distribution deriving device 110. As described above, in this embodiment, as the noise distribution 200, the noise level (single noise exposure level) on the ground line where the plane (cross section) orthogonal to the standard flight path intersects the ground surface is acquired. The flight path output unit 152 includes a communicator or the like, and outputs the revised flight path derived by the flight path deriving device 120 to the flight path execution device 130.

  The central control unit 154 is configured by a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing a program, a RAM as a work area, and the like, and controls the entire flight path deriving device 120. The central control unit 154 functions as a deviation amount transition deriving unit 170, a symmetrical transition deriving unit 172, and a revised flight path deriving unit 174.

  The deviation amount transition deriving unit 170, based on the noise distribution 200 derived by the noise distribution deriving device 110, changes in the amount of noise deviation (a value indicating noise asymmetry) with respect to the standard flight path (a plurality of intermittently continuous plurals). The deviation shift indicating There are various methods for evaluating such a deviation amount. Here, three typical examples (1. area centroid, 2. allowable range, 3. peak value) will be described.

(1. Area center of gravity)
FIG. 4 is an explanatory diagram for explaining the processing of the deviation amount transition deriving unit 170. The deviation amount transition deriving unit 170 determines each point (here, point A, point B, point C, point) of the standard flight path shown in the bird's-eye view of FIG. 4A from the noise distribution 200 acquired by the noise distribution acquisition unit 150. The noise distribution 200 at point D) is extracted. Here, for example, it is assumed that the noise distribution 200 at the point A is shown as shown in FIG.

  The deviation amount transition deriving unit 170 derives the area centroid 210 of the area indicated by hatching in the noise distribution 200 of FIG. 4B, and the area centroid 210 and the standard flight path 212 along the ground line 214. A distance in the direction 216 is set as a deviation amount 218. The deviation amount transition deriving unit 170 performs the same processing for the B point, the C point, and the D point, and derives the deviation amount 218 at each point. Then, a deviation amount transition 240 showing a transition of the deviation amount 218 is as shown in FIG.

(2. Allowable range)
FIG. 5 is an explanatory diagram for explaining another process of the deviation amount transition deriving unit 170. As described with reference to FIG. 4, the deviation amount transition deriving unit 170 is provided at each point of the standard flight path shown in the bird's-eye view of FIG. 4A (here, A point, B point, C point, D The noise distribution 200 at point) is extracted. For example, it is assumed that the noise distribution 200 at the point A is shown as shown in FIG. Here, a noise reference value (for example, 50 dB) 220 and an allowable range 222 that is allowed to exceed the noise reference value 220 with reference to the standard flight path 212 are set in the noise distribution 200. Therefore, there is no problem that the noise level exceeds the noise reference value 220 within the allowable range 222.

  However, in FIG. 5A, the region 224 indicated by cross hatching exceeds the noise reference value 220 outside the allowable range 222. At this time, if the noise distribution 200 is moved in the direction 216 along the ground line 214 as indicated by the white arrow in FIG. 5B, all portions of the noise distribution 200 that exceed the noise reference value 220 are allowed. It falls within the range 222. In other words, the noise distribution 200 shown in FIG. 5A has a predetermined offset value (from the noise distribution 200 of FIG. 5B in which all portions exceeding the noise reference value 220 are within the allowable range 222. = Offset by the amount of movement). The deviation amount transition deriving unit 170 sets this offset value as the deviation amount 218. The deviation amount transition deriving unit 170 performs the same processing for the B point, the C point, and the D point, and derives the deviation amount 218 at each point.

  FIG. 6 is an explanatory diagram for explaining another process of the deviation amount transition deriving unit 170. As described above, if the noise level is changed only by moving the noise distribution 200 so that all portions exceeding the noise reference value 220 are within the allowable range 222, the noise level is outside the allowable range 222. The noise reference value 220 may be exceeded. Therefore, considering the robustness when the noise level changes, as shown in FIG. 6, the noise is such that the two intersections of the noise distribution 200 and the line segment indicating the noise reference value 220 are the same distance from the standard flight path 212. The distribution 200 may be moved. At this time, the deviation amount 218 is longer than the example of FIG. 5B, as shown in FIG. In this way, even if the noise level changes slightly, all portions where the noise level exceeds the noise reference value 220 can be accommodated within the allowable range 222.

(3. Peak value)
FIG. 7 is an explanatory diagram for explaining still another process of the deviation amount transition deriving unit 170. As described with reference to FIG. 4, the deviation amount transition deriving unit 170 is provided at each point of the standard flight path shown in the bird's-eye view of FIG. 4A (here, A point, B point, C point, D The noise distribution 200 at point) is extracted. Here, for example, it is assumed that the noise distribution 200 at the point A is shown as shown in FIG.

  The deviation amount transition deriving unit 170 derives the peak value of the noise distribution 200 of FIG. 7, and calculates the deviation amount in the direction 216 along the ground line 214 between the position 230 where the peak value exists and the standard flight path 212. 218. The deviation amount transition deriving unit 170 performs the same processing for the B point, the C point, and the D point, and derives the deviation amount 218 at each point.

  The deviation amount transition deriving unit 170 derives the deviation amount 218 using any one of the above three typical examples and further means, and derives the deviation amount transition 240 as the transition.

  The symmetric transition derivation unit 172 derives a symmetric transition using the deviation amount transition 240 derived by the deviation amount transition derivation unit 170.

  FIG. 8 is an explanatory diagram for explaining the processing of the symmetric transition deriving unit 172. Here, it is assumed that the deviation amount transition deriving unit 170 obtains the deviation amount transition 240 shown in the bird's-eye view of FIG. As shown in FIG. 8B, the symmetric transition deriving unit 172 determines points that are symmetrical with the deviation amount 218 of each point (point A, point B, point C, point D) with reference to the standard flight path 212. As a result, a symmetric transition 242 that is symmetrical with the deviation amount transition 240 is derived.

  When the aircraft 1 uses the symmetrical transition 242 derived by the symmetrical transition deriving unit 172 as a flight path, the noise distribution 200 theoretically shifts by the deviation amount 218, so that the noise deviation amount 218 becomes the standard flight path 212. And the noise level on the ground line 214 is equally close to the left and right. However, the aircraft 1 may not necessarily pass the point indicated by the symmetrical transition 242 due to physical restrictions such as speed and turning angle and other restrictions such as fuel consumption and safety.

  Therefore, the revised flight path deriving unit 174 derives a revised flight path through which the aircraft 1 can fly based on the symmetrical transition 242 derived by the symmetrical transition deriving unit 172.

  FIG. 9 is an explanatory diagram for explaining the processing of the revised flight path deriving unit 174. For example, as shown in FIG. 9A, the revised flight path deriving unit 174 approximates the symmetric transition 242 with a linear curve (straight line) using the least square method. Note that the starting waypoint (WP) and end WP of the linear curve are inevitably determined. In this way, a revised flight path 244 that allows the aircraft 1 to substantially fly can be derived.

  Further, as shown in FIG. 9B, the revised flight path deriving unit 174 can approximate the symmetrical transition 242 with a multi-order curve using the least square method. By doing so, it is possible to reproduce the symmetric transition 242 as much as possible within a range in which the aircraft 1 can substantially fly, although a slight change in posture and a turn are required.

  This approximate curve changes depending on the assumed aircraft performance (minimum turning radius, etc.) and the operation method (operation using ground-based augmentation system (GBAS), etc.). Can be arbitrarily determined.

  In this way, the noise bias from the standard flight path 212 can be brought closer to the standard flight path 212 by revising the flight path of the aircraft 1 itself, so that the level of noise received at each point on the ground is assumed. The following can be stably suppressed. Hereinafter, a flight route deriving method using the flight route deriving device 120 will be described.

(Flight path derivation method)
FIG. 10 is a flowchart showing the flow of processing of the flight path deriving method. When the flight route deriving method is started, the noise distribution acquisition unit 150 of the flight route deriving device 120 acquires the noise distribution 200 derived by the noise distribution deriving device 110 (S300). The deviation amount transition deriving unit 170 derives, for example, the area centroid 210 of the area indicated by hatching in FIG. 4B in the noise distribution 200 based on the noise distribution 200, and the area centroid 210 and the standard flight. The distance (bias amount 218) in the direction 216 along the ground line 214 with the route 212 is derived (S302). Then, a deviation amount transition 240 indicating a transition of the deviation amount 218 is derived (S304).

  The symmetric transition deriving unit 172 derives a symmetric transition 242 that is symmetric with the deviation amount transition 240 with reference to the standard flight path 212 (S306). The revised flight path deriving unit 174 derives a revised flight path 244 on which the aircraft 1 can fly based on the symmetry transition 242 (S308). Finally, the flight path output unit 152 outputs the revised flight path 244 to the flight path execution device 130 (S310).

  As described above, according to the flight path deriving device 120 and the flight path deriving method of the present embodiment, the deviation of the noise from the standard flight path 212 can be reduced regardless of the change in the noise distribution 200 due to weather conditions. By revising the flight path itself, it becomes closer to the standard flight path 212, and the noise received at each point on the ground can be stably suppressed below an assumed level.

  In addition, a program for causing a computer to function as the flight path deriving device 120 and a computer-readable storage medium such as a flexible disk, a magneto-optical disk, a ROM, an EPROM, an EEPROM, a CD, a DVD, and a BD on which the program is recorded Is also provided. Here, the program refers to data processing means described in an arbitrary language or description method.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  For example, in the above-described embodiment, the noise distribution 200 is used for the intermittent points (point A, point B, point C, point D) in the standard flight path 212. The deviation amount transition 240 may be obtained based on the continuous deviation amount 218 using the noise distribution for all the points.

  In the above-described embodiment, as the noise distribution 200, the single noise exposure level (the magnitude of the noise generated in a single mode is used as the noise level on the ground line 214 where the plane orthogonal to the standard flight path 212 and the ground surface intersect. , Converted to a noise level of stationary noise having a duration equal to 1 second and having an energy equal to that energy). In addition to such a case, instead of the single noise exposure level, the maximum noise level (the maximum value within the measurement time of the magnitude of the single noise generated) may be used, and it is orthogonal to the horizontal plane or the standard flight path 212. The deviation amount transition 240 can also be obtained by using various noise level distributions such as the noise level on the surface (entire surface).

  Further, in the above-described embodiment, a point that is symmetrical with the deviation amount 218 with respect to the standard flight path 212 is obtained as the symmetry transition 242, but the reference is not limited to the standard flight path 212, and an arbitrary locus is used. Can be used.

  In addition, the above-described flight route deriving method does not necessarily have to be processed in time series in the order described in the flowchart, and may include parallel or subroutine processing.

  The present invention can be used for a flight path deriving device and a flight path deriving method for deriving a flight path on which an aircraft flies.

DESCRIPTION OF SYMBOLS 1 ... Aircraft 100 ... Flight route derivation system 120 ... Flight route derivation device 150 ... Noise distribution acquisition part 152 ... Flight route output part 170 ... Deflection amount transition derivation part 172 ... Symmetry transition derivation part 174 ... Revised flight path derivation part 200 ... Noise Distribution 210 ... Area center of gravity 212 ... Standard flight path 218 ... Deviation amount 220 ... Noise reference value 222 ... Allowable range 240 ... Deviation amount transition 242 ... Symmetry transition 244 ... Revised flight path

Claims (6)

If the standard flight path is the standard flight path aircraft flies, and noise distribution obtaining unit for obtaining the derived noise distribution based on the weather conditions of the time which the aircraft is scheduled to fly,
A deviation amount transition deriving unit for deriving a deviation amount transition indicating a transition of a noise deviation amount with respect to the standard flight path based on the noise distribution;
A symmetric transition derivation unit for deriving a symmetric transition that is symmetric with the deviation amount transition with respect to the standard flight path;
A revised flight path deriving unit for deriving a revised flight path on which the aircraft can fly based on the symmetric transition;
A flight path deriving device comprising:   2. The flight path according to claim 1, wherein the amount of deviation is a distance between the center of gravity of the noise distribution on the ground line where a plane orthogonal to the standard flight path intersects with the ground surface, and the standard flight path. Derivation device.   The deviation amount is such that a noise level exceeding a noise reference value is included in a predetermined allowable range based on the standard flight path on a ground line where a plane orthogonal to the standard flight path intersects with the ground surface. The flight path deriving device according to claim 1, wherein the offset value is an offset value corresponding to a moving amount of the noise distribution.   2. The deviation amount according to claim 1, wherein the deviation amount is a distance between a position where a peak value of a noise distribution on a ground line where a plane orthogonal to the standard flight path intersects a ground surface and the standard flight path exists. The flight path deriving device described.   5. The flight path deriving device according to claim 1, wherein the revised flight path deriving unit uses the one- or multiple-order approximate curve of the symmetric transition as the revised flight path. 6. If the standard flight path is the standard flight path aircraft flying, it acquires the derived noise distribution based on the weather conditions of the time which the aircraft is scheduled to fly,
Based on the noise distribution, a deviation amount change indicating a change of the noise deviation amount with respect to the standard flight path is derived,
Deriving a symmetric transition that is symmetric with the deviation amount transition with respect to the standard flight path,
A flight path deriving method, wherein a revised flight path capable of flying by the aircraft is derived based on the symmetrical transition.

Images