JP6368600B2 - Control alarm device, air traffic control system, control alarm method, and program - Google Patents

Description

  The present invention relates to a control alarm device, an air traffic control system, a control alarm method, and a program.

2. Description of the Related Art In recent years, an autopilot is used to control an aircraft so as to fly on a scheduled route (see, for example, Patent Document 1). For example, the autopilot is also used when the aircraft rises to an altitude (planned flight altitude) approved in the flight plan at the time of takeoff of the aircraft and shifts to level flight.
By the way, in the conventional air traffic control system, for example, in the case described above, whether or not the aircraft deviates from the altitude (route) approved by the flight plan based on the position information (horizontal position and altitude) detected by the aircraft observation radar. Determine whether. The conventional air traffic control system notifies the air traffic controller of information indicating that the altitude approved by the flight plan has deviated from the altitude (route) approved by the flight plan. An alarm is notified to.

Special table 2010-519553 gazette

  However, in the above-described air traffic control system, in the above-described case, for example, the warning is notified to the aircraft after the aircraft has deviated from the altitude (route) approved in the flight plan, and the safety is improved. There was a decline.

  The present invention has been made to solve the above problems, and an object thereof is to provide a control alarm device, an air traffic control system, a control alarm method, and a program capable of improving safety.

In order to solve the above-described problem, one aspect of the present invention provides a flight parameter including at least information indicating a change in flight altitude and a flight altitude of the aircraft measured by the aircraft among downlink information transmitted by the aircraft. An acquisition unit that acquires information and a scheduled flight altitude indicating the scheduled flight altitude of the aircraft; and a flight parameter that includes at least information indicating the flight altitude of the aircraft and the change in the flight altitude acquired by the acquisition unit. Based on the information, the predicted altitude reached when the aircraft has shifted to level flight estimated based on the flight altitude of the aircraft and the information indicating the change in the flight altitude, and the planned flight altitude. Before passing the predetermined allowable range, it is determined whether or not the predetermined allowable range at the planned flight altitude is exceeded. A control alarm device, characterized in that it comprises a determining unit for.

  Further, according to one aspect of the present invention, in the above-described control alarm device, an alarm indicating that the aircraft exceeds the predetermined allowable range is output when the determination unit determines that the predetermined allowable range is exceeded. An alarm processing unit is provided that causes the unit to output before exceeding the predetermined allowable range.

  Further, according to one aspect of the present invention, in the above-described control alarm device, the determination unit may be configured such that the aircraft moves to a horizontal flight based on a flight altitude of the aircraft and information indicating a change in the flight altitude. According to whether or not the estimated predicted altitude reaches an altitude between a flight altitude of the aircraft and a predetermined threshold value within the predetermined allowable range, It is characterized by determining whether an aircraft exceeds the predetermined allowable range.

  Further, according to one aspect of the present invention, in the above-described control alarm device, the determination unit may reach the predetermined time period based on a flight altitude of the aircraft and information indicating a change in the flight altitude. Estimating the predicted arrival altitude, and depending on whether the estimated predicted arrival altitude is an altitude between the flight altitude of the aircraft and a predetermined threshold within the predetermined tolerance, the aircraft It is characterized by determining whether it exceeds a predetermined allowable range.

Further, according to one aspect of the present invention, in the above control alarm device, the acquisition unit is included in an instruction flight altitude indicating a planned flight altitude of the aircraft instructed by the controller, and downlink information transmitted by the aircraft said predetermined flight a altitude that acquires said scheduled flight altitude indicating the altitude, which is scheduled pilot set, the determination unit, the acquisition unit has acquired, and the instruction flight altitude, the planned flight a control alarm device, wherein the this determines whether altitude and match.

  According to another aspect of the present invention, it is determined that the aircraft exceeds the predetermined allowable range by the receiving device that receives the downlink information transmitted by the aircraft, the control alarm device, and the control alarm device. And an air traffic control device having an output unit that outputs an alarm indicating that the aircraft exceeds the predetermined allowable range.

Further, according to one aspect of the present invention, the flight control information includes at least information indicating a flight altitude of the aircraft measured by the aircraft and information indicating a change in the flight altitude, among the downlink information transmitted by the aircraft. And an acquisition step for acquiring a scheduled flight altitude indicating the scheduled flight altitude of the aircraft, and the control alarm device indicates the flight altitude of the aircraft and the change in the flight altitude acquired in the acquisition step. Flight parameter information including at least information, a predicted altitude reached when the aircraft shifts to a horizontal flight, estimated based on information indicating a flight altitude of the aircraft and a change in the flight altitude, and a flight plan of the aircraft Based on the planned flight altitude included in the aircraft, the aircraft passes the planned flight altitude and has a predetermined permission at the planned flight altitude. A control alarm method characterized by including a determination step of determining whether or not outside the range.

Further, according to one aspect of the present invention, flight parameter information including at least information indicating a flight altitude of the aircraft measured by the aircraft, and a change in the flight altitude, among downlink information transmitted by the aircraft, in the computer, An acquisition step for acquiring a scheduled flight altitude indicating the scheduled flight altitude of the aircraft; and flight parameter information including at least information indicating a flight altitude of the aircraft and a change in the flight altitude acquired in the acquisition step; A predicted arrival altitude reached when the aircraft shifts to level flight estimated based on information indicating a flight altitude of the aircraft and a change in the flight altitude, and a planned flight altitude included in the flight plan of the aircraft On the basis of whether the aircraft passes the planned flight altitude and exceeds a predetermined allowable range at the planned flight altitude. Is a program for executing the determination step.

  According to the present invention, safety can be improved.

It is a figure which shows the structural example of the air traffic control system by 1st Embodiment. It is a functional block diagram which shows an example of the air traffic control system by 1st Embodiment. It is a figure which shows an example of the information item of flight plan information. It is a figure which shows an example of the data item of the positional information which the radar apparatus detected. It is a figure which shows an example of the information item of the downlink information transmitted from an aircraft. It is a figure which shows an example of operation | movement of the air traffic control system by 1st Embodiment. It is a figure explaining determination of altitude abnormality by a 1st embodiment. It is a flowchart which shows an example of operation | movement of the control alarm apparatus by 1st Embodiment. It is a figure explaining determination of altitude abnormality by a 2nd embodiment. It is a flowchart which shows an example of operation | movement of the control alarm apparatus by 2nd Embodiment.

Hereinafter, a control alarm device and an air traffic control system according to an embodiment of the present invention will be described with reference to the drawings.
[First Embodiment]
FIG. 1 is a diagram illustrating an example of a configuration of an air traffic control system 1 according to the first embodiment.
Here, the outline of the air traffic control system 1 will be described with reference to FIG.
In this figure, an air traffic control system 1 is a system that controls an aircraft, and outputs an alarm indicating an abnormality in flight altitude, for example, when the aircraft deviates from a planned flight altitude. Here, the planned flight altitude is altitude information included in the flight plan (flight plan) of the aircraft and is information indicating the planned altitude in the planned route, and is information that the controller has instructed the pilot by radio. is there. The air traffic control system 1 includes a traffic control alarm device 10, a flight information management device 20, a radar device 30, an information processing device 40, an air traffic control device 50, and an ADS (Automatic Dependent Surveillance) receiver 60. .

  In FIG. 1, one radar device 30 is illustrated, but the air traffic control system 1 may include a plurality of radar devices 30. In addition, although one ADS receiver 60 is illustrated in FIG. 1, the air traffic control system 1 may include a plurality of ADS receivers 60.

  The flight information management device 20 is, for example, a device such as a flight data management system (FDMS: Flight Data Management System). The flight information management device 20 centrally manages and processes aircraft flight plans, and provides information such as operation slips necessary for control operations. Provided to the air traffic control device 50. In addition, the flight information management device 20 provides necessary flight plans, change information, notam information, and the like to the information processing device 40 and the air traffic control device 50. Here, the NOTAM information is information on settings, states, changes, etc. related to aviation-related facilities, operations, methods, dangers, and the like.

  The radar device 30 is, for example, an air route monitoring radar, an airport monitoring radar, an airport surface detection radar, or the like, and provides radar information including an aircraft horizontal position (latitude, longitude), altitude, time (measured time), and squeak code. Detected and provided to the information processing apparatus 40. The details of the scork code will be described later.

  The information processing apparatus 40 is, for example, an apparatus such as an airway radar information processing system (RDP), radar information from the radar apparatus 30, position information based on the radar information, and flight information management apparatus 20. The received flight plan is processed and control information to be presented to the controller is generated. The information processing device 40, for example, based on the information indicating the horizontal position and altitude of the aircraft detected by the radar device 30 and the flight plan of the aircraft provided from the flight information management device 20, for example, the aircraft position information and Display information that is control information including speed information and the like is generated. Note that the information processing device 40 specifies the aircraft name (flight name) of the aircraft from the flight plan acquired from the flight information management device 20 using the squeak code included in the radar information received from the radar device 30. . The information processing apparatus 40 associates the identified aircraft name (flight name) with the horizontal position, altitude, and time of the radar information and stores them in the storage unit 41 as position information.

The air traffic control device 50 is, for example, a device such as an air traffic control system (IECS: Integrated En-route Control System), and information necessary for air traffic control by the air traffic controller (such as the above-mentioned traffic control information). Present.
The air traffic control device 50 displays the control information generated by the information processing device 40, and also displays the operation slip, change information, notam information, and the like based on the flight plan provided by the flight information management device 20. The controller performs aircraft control based on display information displayed by the air traffic control device 50.

  As shown in FIG. 1, the ADS receiver 60 is a device that receives ADS-B (Automatic Dependent Surveillance-Broadcast) information (downlink information) transmitted from a transponder 70 mounted on an aircraft (AP). Details of information included in the ADS-B signal will be described later. The ADS reception device 60 links the received downlink information to the information processing device 40 via the ground link.

  Based on the downlink information received by the ADS receiver 60 and stored in the information processing device 40, and the flight plan information indicating the flight plan provided from the flight information management device 20, the control warning device 10 It is determined whether or not the planned flight altitude is deviated. The control alarm device 10 causes the air traffic control device 50 to output an alarm indicating an abnormality in the aircraft altitude when the aircraft deviates from the planned flight altitude.

Next, with reference to FIG. 2, the detail of each structure of the air traffic control system 1 by this embodiment is demonstrated.
FIG. 2 is a functional block diagram showing an example of the air traffic control system 1 according to the present embodiment.
As shown in FIG. 2, the air traffic control system 1 includes a traffic control alarm device 10, a flight information management device 20, a radar device 30, an information processing device 40, an air traffic control device 50, and an ADS receiver 60. ing. Hereinafter, each configuration will be described in detail.

The flight information management device 20 includes a storage unit 21 and a management processing unit 22.
The storage unit 21 stores various information managed by the flight information management device 20. The storage unit 21 stores, for example, flight plan information, operation information, aviation information, and the like for each aircraft.
Here, information items of the flight plan information will be described with reference to FIG.

  FIG. 3 is a diagram illustrating an example of information items of flight plan information. As shown in this figure, as information items of the flight plan, as shown in FIG. 3, "aircraft name (flight name)", "aircraft model", "rear turbulence classification", "flight ID", "transponder code" , “Flight Plan Altitude”, “Departure Time”, “Destination Airport”, “Flight Route”, “Departure Airport”, “Output Date / Time”, “Scork Code”, and the like. Here, “aircraft name (flight number)” is, for example, a code (code) indicating the name of an airline company and a flight number, and “rear turbulence classification” is “heavy ( H) ”,“ medium (M) ”,“ write (L) ”, and the like. The “flight ID”, “transponder code”, and “skoke code” are identification information for identifying the aircraft.

  “Aircraft name (flight name)”, “flight ID”, “transponder code”, and “squeak code” are included in the identification information for identifying the aircraft. “Flight plan altitude” is information (planned flight altitude) indicating the altitude expected to fly, and the unit is represented by “feet”. The “departure time” is information indicating the departure time, and is expressed in world standard time. “Destination airport” is information indicating the airport at the destination, and “Departure airport” is information indicating the airport at the departure. The “flight route” is information indicating the flight route after takeoff. “Output date / time” is information indicating the date and time when this flight plan was output.

The storage unit 21 stores these pieces of information in association with each other.
Moreover, the memory | storage part 21 memorize | stores the operation information which shows the operation of the aircraft provided from the airline company, for example, and aviation information, such as a weather information and notam information, for example.

  Returning to the description of FIG. 2, the management processing unit 22 is a processing unit that executes management processing such as collection, management, change, relay, and provision of flight plan information, operation information, and aviation information stored in the storage unit 21. For example, a processor including a CPU (Central Processing Unit) or the like.

The information processing apparatus 40 includes a storage unit 41 and a control information processing unit 42. The storage unit 41 stores information used for various processes executed by the information processing apparatus 40.
The storage unit 41 stores information used for various processes of the information processing apparatus 40. The storage unit 41 stores aircraft position information calculated based on radar information detected by the radar device 30 and information (control information) necessary for control operation generated by the control information processing unit 42 of the information processing device 40. To do.
Here, with reference to FIG. 4, the information item of the position information of the aircraft which the radar apparatus 30 detected is demonstrated.

FIG. 4 is a diagram illustrating an example of data items of position information detected by the radar device 30.
As shown in this figure, the information items of the position information include “machine name (flight name)”, “horizontal position (latitude, longitude)”, “altitude”, and “time”. . The “horizontal position (latitude, longitude)” is information indicating the horizontal position of the aircraft detected by the radar device 30 and is represented by latitude and longitude. “Altitude” is altitude information indicating the ground altitude of the aircraft detected by the radar device 30, and “time” is information indicating the time when the radar device 30 detected the aircraft. The storage unit 41 stores these pieces of information as positional information in association with each other.

  Returning to the description of FIG. 2 again, the control information processing unit 42 is, for example, a processor including a CPU and the like, and comprehensively controls the information processing apparatus 40. The control information processing unit 42 acquires radar information detected by each radar device 30 at predetermined time intervals (periodically) and acquires flight plan information of each aircraft from the flight information management device 20. That is, the control information processing unit 42 uses, for example, “horizontal position (latitude, longitude)”, “altitude”, “time”, and “scork code” of each aircraft as radar information as shown in FIG. Obtained from the radar device 30. In addition, the control information processing unit 42 uses, for example, a squeak code included in the radar information acquired from the radar device 30, and the aircraft name (flight name) of the aircraft from the flight plan acquired from the flight information management device 20. Is identified. The control information processing unit 42 associates the identified aircraft name (flight name) with the horizontal position, altitude, and time of the radar information and stores them in the storage unit 41 as position information.

  Further, the control information processing unit 42, for example, “aircraft name (flight name)”, “aircraft model”, “rear turbulence classification”, “flight ID”, “transponder” as shown in FIG. The “code”, “flight plan altitude”, “departure time”, “destination airport”, “flight route”, “departure airport”, and “output date” are acquired as flight plan information. The control information processing unit 42 stores the acquired flight plan information in the storage unit 41.

  The control information processing unit 42 generates control information, which is information necessary for control operation, based on the position information generated based on the radar information detected by the radar device 30 and the flight plan information. For example, the control information processing unit 42 generates control information based on the position information generated based on the radar information stored in the storage unit 41 and the flight plan information, and sends the generated control information to the air traffic control device 50. provide. The above-described control information includes display information for causing the air traffic control device 50 to display a symbol indicating the position of the aircraft, altitude, speed, and the like.

  The air traffic control device 50 includes an input unit 51, a display unit 52, a control control unit 53, and a storage unit 54. The air traffic control device 50 has a wireless function (not shown), and the controller uses the wireless function to communicate with an aircraft pilot to give various control instructions.

The input unit 51 is a pointing device such as a keyboard or a mouse, for example, and accepts input of information in accordance with an operation of a controller who controls the airway.
The display unit 52 displays control information, which is information necessary for control operation, as display information. The display unit 52 displays alarm information indicating that an aircraft transmitted by the control alarm device 10 described later exceeds a predetermined allowable range.

The control controller 53 is, for example, a processor including a CPU and the like, and comprehensively controls the air traffic control device 50. For example, the control control unit 53 performs control to display the display information described above on the display unit 52. Moreover, the control control part 53 performs control which displays the alarm mentioned above on the display part 52, for example.
The storage unit 54 stores information used for various processes executed by the air traffic control device 50. The storage unit 54 stores, for example, the display information and alarm information described above.

  As described above, the ADS receiver 60 receives the downlink information using the ADS-B signal that is periodically transmitted from the aircraft (for example, at intervals of 1 second). Here, the information item of the downlink information received using an ADS-B signal is demonstrated with reference to FIG.

FIG. 5 is a diagram illustrating an example of information items of downlink information transmitted from an aircraft.
As shown in FIG. 5, the aircraft has the “aircraft name (flight number)”, “aircraft model”, “airframe number”, “transponder code”, “flight altitude”, “vertical speed (increase / decrease rate)”. , “Atmospheric speed, ground speed”, “selected altitude”, “flight direction”, “roll angle, track angle”, “horizontal position (latitude, longitude)”, “squeak code”, etc. are transmitted as downlink information. Here, “aircraft name (flight name)”, “aircraft number”, “transponder code”, and “squeak code” are identification information for identifying an aircraft. The “transponder code” is, for example, a mode S transponder code, and the “scork code” is identification information that is designated by the controller and identifies the aircraft that the pilot inputs to the transponder 70, and is called a beacon code. Sometimes.

“Flight altitude” indicates the flight altitude of the aircraft measured by the aircraft, and “Selected altitude” indicates the planned flight altitude set by the pilot based on the flight plan. Here, the “selected altitude” indicates the planned flight altitude that the pilot has set in the transponder 70, as indicated by the pilot based on the flight plan. The “vertical speed (increase rate / decrease rate)” is an example of information indicating a change in flight altitude.
The ADS receiving device 60 periodically receives such downlink information and provides it to the information processing device 40. The information processing apparatus 40 stores the downlink information in the storage unit 41.

The control alarm device 10 includes a storage unit 11 and a control unit 12.
The storage unit 11 stores information used for various processes executed by the control alarm device 10. The storage unit 11 stores, for example, downlink information detected by the ADS receiving device 60 and provided to the information processing device 40 and flight plan information provided from the flight information management device 20. Moreover, the memory | storage part 11 memorize | stores the prediction arrival height which the height abnormality determination part 122 mentioned later estimated, and the determination result based on prediction arrival height, for example.

The control unit 12 is, for example, a processor including a CPU and the like, and comprehensively controls the control alarm device 10. The control unit 12 includes an information acquisition unit 121, an altitude abnormality determination unit 122, and an alarm processing unit 123.
The information acquisition unit 121 (acquisition unit) acquires the downlink information detected by the ADS reception device 60 and provided to the information processing device 40 and the flight plan information provided from the flight information management device 20. That is, the information acquisition unit 121 includes, for example, information indicating the flight altitude of the aircraft measured by the aircraft, the selected altitude, and the change in the flight altitude (for example, the rate of increase) among the downlink information transmitted by the aircraft. And flight parameter information including at least the scheduled flight altitude of the aircraft in the flight plan. The information acquisition unit 121 causes the storage unit 11 to store the acquired flight parameter information and the planned flight altitude of the aircraft.

  Based on the flight parameter information and the planned flight altitude, the altitude abnormality determination unit 122 (determination unit) determines whether the aircraft passes the planned flight altitude and exceeds a predetermined allowable range at the planned flight altitude. Judgment is made before exceeding a predetermined allowable range. Here, the flight parameter information includes at least information indicating the flight altitude of the aircraft and changes in the flight altitude (for example, an ascent rate and a descending rate). In general, the flight direction of the airway is determined in the opposite directions at a flight altitude of 1000 feet. Aircraft are allowed up to 300 feet above and below the flight altitude. Here, the predetermined allowable range described above indicates a range of 300 feet above and below this flight altitude.

That is, the altitude abnormality determination unit 122 determines whether the aircraft deviates from the range of 300 feet above and below the planned flight altitude.
Specifically, the altitude abnormality determination unit 122 estimates a predicted arrival altitude that is reached when the aircraft transitions to level flight based on the flight altitude of the aircraft and information indicating changes in the flight altitude. The altitude abnormality determination unit 122 determines whether or not the estimated predicted arrival altitude is an altitude between the flight altitude of the aircraft and a predetermined threshold within a predetermined allowable range (a range of 300 feet above and below the planned flight altitude). In response to this, it is determined whether the aircraft exceeds a predetermined allowable range. Here, details of the process of calculating the predicted arrival altitude by the altitude abnormality determination unit 122 and the process of determining whether the aircraft exceeds a predetermined allowable range will be described later with reference to FIG.
For example, the altitude abnormality determination unit 122 determines that the aircraft exceeds the predetermined allowable range even when the flight altitude of the aircraft is outside a predetermined allowable range (a range of 300 feet above and below the planned flight altitude). The alarm processing unit 123 outputs an alarm.

  Note that the altitude abnormality determination unit 122 may be operated in response to reception of downlink information. Also, the altitude abnormality determination unit 122 compares the selected altitude in the downlink information with the planned flight altitude that the controller has instructed to the pilot by radio, and if the selected altitude and the flight altitude do not match, alarm processing is performed. The unit 123 may output an alarm.

  When the altitude abnormality determination unit 122 determines that the altitude abnormality determination unit 122 exceeds the above-described predetermined allowable range of the planned flight altitude, the alarm processing unit 123 outputs alarm information indicating that the aircraft exceeds the predetermined allowable range to an output unit (for example, The display unit 52) of the air traffic control device 50 is made to output before exceeding a predetermined allowable range. Note that the alarm processing unit 123 causes the output unit (for example, the display unit 52 of the air traffic control device 50) to continue outputting alarm information even after the aircraft exceeds a predetermined allowable range.

Next, operations of the air traffic control system 1 and the control alarm device 10 according to the present embodiment will be described with reference to the drawings.
First, an operation when the air traffic control system 1 executes a normal control process will be described with reference to FIGS. 1 and 2.
When the air traffic control system 1 executes normal control processing, the control information processing unit 42 of the information processing device 40 acquires radar information detected by the radar device 30 at predetermined time intervals. The control information processing unit 42 causes the storage unit 41 to store position information based on the acquired radar information.
In addition, the control information processing unit 42 acquires a flight plan, flight information, aviation information, and the like from the flight information management device 20 at predetermined time intervals. That is, the control information processing unit 42 acquires, for example, flight plan information, operation information, and aviation information stored in the storage unit 21 of the flight information management device 20.

  Next, the control information processing unit 42 generates control information, which is information necessary for control operation, based on the acquired flight plan information of each aircraft and position information based on radar information detected by the radar device 30. . The control information processing unit 42 provides the generated control information to the air traffic control device 50.

  The air traffic control device 50 causes the display unit 52 to display control information provided from the information processing device 40 and information such as an operation slip based on the flight plan provided from the flight information management device 20. As a result, the controller can appropriately view information such as the horizontal position (latitude, longitude), altitude, and speed of the aircraft, and can give an appropriate instruction to the aircraft.

Next, an operation when the air traffic control system 1 determines an aircraft altitude abnormality and outputs an alarm to the controller will be described with reference to FIG.
FIG. 6 is a diagram illustrating an example of the operation of the air traffic control system 1 according to the present embodiment.
Here, for example, when the aircraft changes the altitude to the planned flight altitude, an example of the operation when the aircraft deviates from the planned flight altitude will be described.

  In FIG. 6, first, the control alarm device 10 acquires flight plan information provided from the flight information management device 20 (step S101). For example, the information acquisition unit 121 of the control alarm device 10 acquires flight plan information corresponding to the monitored aircraft among the flight plan information stored in the storage unit 21 of the flight information management device 20. The information acquisition unit 121 acquires, for example, the planned flight altitude corresponding to the monitored aircraft. The control alarm device 10 previously acquires flight plan information stored in advance by the flight information management device 20, and receives downlink information from the acquired flight plan information (that is, becomes a monitoring target). ) It is good also as specifying the flight plan information of an aircraft as a processing target.

  Next, the ADS receiver 60 receives downlink information from the aircraft (step S102). Note that the ADS receiver 60 receives downlink information using an ADS-B signal that is periodically transmitted from the aircraft (for example, at intervals of one second).

Next, the information acquisition unit 121 of the control alarm device 10 acquires the downlink information received by the ADS reception device 60 and stored in the information processing device 40 (step S103).
Next, the control alarm device 10 determines whether or not the aircraft to be monitored exceeds a predetermined range of the planned flight altitude (step S104). That is, the altitude abnormality determination unit 122 of the control alarm device 10 is based on the planned flight altitude acquired by the information acquisition unit 121 and the current flight altitude and the vertical velocity in the downlink information acquired by the information acquisition unit 121. Determine whether the aircraft exceeds a predetermined range of scheduled flight altitude.

  Next, when the altitude abnormality determination unit 122 exceeds the predetermined range of the planned flight altitude, the control alarm device 10 transmits an altitude abnormality notification to the air traffic control device 50 (step S105). That is, the alarm processing unit 123 of the control alarm device 10 notifies the air traffic control device 50 of an alarm indicating an abnormality in the altitude of the aircraft to be monitored.

  Next, the air traffic control device 50 outputs (displays) an alarm indicating that the aircraft to be monitored has an abnormal altitude on the display unit 52 (step S106). That is, the control control unit 53 of the air traffic control device 50 causes the display unit 52 to display an alarm indicating the altitude abnormality of the monitored aircraft received from the altitude abnormality determination unit 122 of the control alarm device 10. This allows the controller to visually recognize that the aircraft to be monitored deviates from the predetermined allowable range of the planned flight altitude before deviating from the predetermined allowable range. As a result, the controller can notify the pilot of the monitored aircraft that the aircraft may deviate from the predetermined tolerance before the aircraft deviates from the predetermined tolerance. The aircraft can be instructed not to deviate from a predetermined tolerance.

Here, with reference to FIG. 7, an example of the predicted reach height calculation processing and determination processing by the height abnormality determination unit 122 in the present embodiment will be described.
FIG. 7 is a diagram for explaining determination of altitude abnormality according to the present embodiment. In this figure, altitude H1 and altitude H2 indicate the height of the airway, and it is assumed that altitude H1 and altitude H2 are, for example, 1000 feet apart. The altitude H1H is an upper limit altitude allowed for the altitude H1 (for example, altitude H1 + ΔH), and the altitude H1L is a lower limit altitude allowed for the altitude H1 (for example, altitude H1−ΔH). Further, the altitude H2L is a lower limit altitude allowed for the altitude H2 (for example, altitude H2-ΔH). Here, ΔH is, for example, 300 feet. The threshold (altitude TH1) is a predetermined threshold set to determine whether or not the aircraft has exceeded a predetermined allowable range. The threshold value (altitude TH1) is an altitude between the planned flight altitude (altitude H1) and the upper limit altitude (altitude H1H). In the example shown in FIG. 7, the aircraft performs an avoidance operation at the time when an alarm is output. When taken, the aircraft is set not to exceed a predetermined tolerance.

In the example shown in FIG. 7, the aircrafts AP <b> 1 to AP <b> 3 rise by takeoff, for example, and shift to horizontal flight at the planned flight altitude (altitude H <b> 1) by autopilot. In the present embodiment, the altitude abnormality determining unit 122 calculates a predicted arrival altitude that is reached when it is assumed that the aircraft has shifted to horizontal flight from the current altitude and the current rate of increase (vertical speed). Here, the predicted arrival altitude calculated for the aircraft AP1 by the altitude abnormality determination unit 122 is the altitude EH1, and in this case, the altitude abnormality determination unit 122 determines that the aircraft AP1 exceeds a predetermined allowable range. Further, the predicted arrival altitude calculated by the altitude abnormality determination unit 122 for the aircraft AP2 is the altitude EH2, and in this case, the altitude abnormality determination unit 122 determines that the aircraft AP2 exceeds a predetermined allowable range. Further, the predicted arrival altitude calculated by the altitude abnormality determination unit 122 for the aircraft AP3 is the altitude EH3. In this case, the altitude abnormality determination unit 122 determines that the aircraft AP3 does not exceed a predetermined allowable range.
As described above, in the example illustrated in FIG. 7, the altitude abnormality determination unit 122 determines that the aircraft AP1 and the aircraft AP2 exceed a predetermined allowable range, and the alarm processing unit 123 determines a predetermined value based on the determination result. Before exceeding the permissible range, an alarm indicating altitude abnormality can be output. The altitude abnormality determining unit 122 determines that the aircraft AP3 does not exceed a predetermined allowable range.
In the example shown in FIG. 7, the case has been described in which the aircraft ascends and horizontally flies at the planned flight altitude, but the same applies to the case where the aircraft descends and flies horizontally at the planned flight altitude.

Next, an example of the operation of the control alarm device 10 according to the present embodiment will be described with reference to FIG.
FIG. 8 is a flowchart showing an example of the operation of the control alarm device 10 according to the present embodiment.
In this figure, first, the control alarm device 10 acquires flight plan information provided from the flight information management device 20 (step S201). That is, the information acquisition unit 121 of the control alarm device 10 acquires the flight plan information stored in the storage unit 21 of the flight information management device 20.

Next, the information acquisition unit 121 acquires downlink information (step S202). That is, the information acquisition unit 121 acquires downlink information received by the ADS reception device 60. The information acquisition unit 121 searches, for example, downlink information corresponding to the identification information of the aircraft to be monitored from the downlink information received by the ADS receiver 60, and is included in the searched dyne link information. Obtain "flying altitude", "vertical speed", and "selected altitude".
The altitude abnormality determination unit 122 compares the selected altitude in the downlink information with the flight altitude in the flight plan (that is, the planned flight altitude that the controller has instructed to the pilot by radio). The altitude abnormality determination unit 122 outputs an alarm when the selected altitude and the flight altitude do not match. Also, the altitude abnormality determination unit 122 proceeds to a process of calculating the predicted arrival altitude when the selected altitude matches the flight altitude.

  Next, the altitude abnormality determination unit 122 of the control alarm device 10 calculates a predicted arrival altitude that is reached when the aircraft moves to level flight (step S203). That is, the altitude abnormality determination unit 122 monitors based on the “flight altitude” and “vertical speed” (for example, ascent rate) acquired by the information acquisition unit 121 and the planned flight altitude (for example, “flight plan altitude”). The predicted arrival altitude (elevation EH1 to EH3 in FIG. 7) that is reached when the target aircraft has shifted to level flight is calculated.

Next, the altitude abnormality determination unit 122 determines whether or not the predicted arrival altitude is between the current flight altitude and a predetermined threshold (step S204). That is, the altitude abnormality determination unit 122 determines whether or not the calculated predicted arrival altitude (altitudes EH1 to EH3 in FIG. 7) is between the current flight altitude and a predetermined threshold (altitude TH1 in FIG. 7). To do. The altitude abnormality determination unit 122 returns the process to step S201 when the predicted arrival altitude is between the current flight altitude and a predetermined threshold (step S204: YES). Further, when the predicted altitude is not between the current flight altitude and the predetermined threshold (step S204: NO), the altitude abnormality determination unit 122 advances the process to step S205.

  In step S205, the altitude abnormality determining unit 122 determines that the predetermined allowable range at the planned flight altitude is exceeded, and the alarm processing unit 123 causes the air traffic control device 50 to output an alarm. After the process of step S205, the alarm processing unit 123 returns the process to step S201.

  As described above, according to the present embodiment, the altitude abnormality determination unit 122 includes the flight altitude in the flight plan (the flight altitude instructed by the controller wirelessly to the pilot) and the selected altitude in the downlink information ( Compared to the altitude set by the pilot in response to instructions from the controller. The altitude abnormality determination unit 122 issues an alarm when the flight altitude in the flight plan does not match the selected altitude, so that the aircraft reaches an altitude exceeding the allowable range due to a pilot setting error. Can be detected in advance.

As described above, the control alarm device 10 according to the present embodiment includes the information acquisition unit 121 (an example of an acquisition unit) and the altitude abnormality determination unit 122 (an example of a determination unit). The information acquisition unit 121 includes flight parameter information including at least the flight altitude of the aircraft measured by the aircraft among the downlink information transmitted by the aircraft, and information indicating changes in the flight altitude, and the schedule of the aircraft. To obtain a scheduled flight altitude indicating the flight altitude. Then, the altitude abnormality determination unit 122 determines the planned flight altitude based on the flight parameter information including at least information indicating the flight altitude of the aircraft and the change in the flight altitude acquired by the information acquisition unit 121 and the planned flight. It is determined whether the predetermined allowable range at the scheduled flight altitude is exceeded before the predetermined allowable range is exceeded.
Thereby, since the control alarm device 10 according to the present embodiment performs the determination process based on the flight parameter information including at least information indicating the flight altitude of the aircraft and the change in the flight altitude, the aircraft has a predetermined allowable range at the planned flight altitude. Before exceeding, it can be determined whether or not a predetermined allowable range is exceeded. Therefore, the control alarm device 10 according to the present embodiment can improve safety in aircraft control.

In addition, when the altitude abnormality determination unit 122 determines that the altitude abnormality determination unit 122 exceeds the predetermined allowable range, the control alarm device 10 according to the present embodiment displays an alarm indicating that the aircraft exceeds the predetermined allowable range as an output unit (for example, a display An alarm processing unit 123 that outputs the signal before exceeding a predetermined allowable range.
Thereby, the control alarm device 10 according to the present embodiment can output an alarm indicating that the aircraft exceeds the predetermined allowable range before the aircraft exceeds the predetermined allowable range at the planned flight altitude. Therefore, the control alarm device 10 according to the present embodiment can improve safety in aircraft control.

In the present embodiment, the altitude abnormality determination unit 122 estimates a predicted arrival altitude that is reached when the aircraft moves to level flight based on the flight altitude of the aircraft and information indicating changes in the flight altitude. The altitude abnormality determination unit 122 determines whether or not the estimated predicted altitude is an altitude between the flight altitude of the aircraft and a predetermined threshold within a predetermined allowable range. It is determined whether or not it exceeds.
Thereby, the control alarm device 10 according to the present embodiment can accurately determine whether or not the aircraft exceeds a predetermined allowable range at the planned flight altitude with simple means.
The predetermined threshold is set so that the aircraft does not exceed a predetermined allowable range when the aircraft takes an avoidance action at the time when the alarm is output. Thereby, the control alarm device 10 by this embodiment can improve safety | security more.

In the present embodiment, the information indicating the change in the flight altitude includes an altitude change rate (for example, an ascent rate, a descent rate, a vertical speed, etc.). The altitude abnormality determination unit 122 determines whether or not a predetermined allowable range is exceeded based on the flight altitude of the aircraft, the altitude change rate, and the planned flight altitude.
Thereby, the control alarm device 10 according to the present embodiment can accurately determine whether or not the aircraft exceeds a predetermined allowable range at the planned flight altitude with simpler means.

In addition, the control alarm device 10 according to the present embodiment includes an information acquisition unit 121 (an example of an acquisition unit) and an altitude abnormality determination unit 122 (an example of a determination unit). The information acquisition unit 121 includes an instruction flight altitude indicating the scheduled flight altitude of the aircraft instructed by the controller, and a scheduled flight altitude included in downlink information transmitted by the aircraft, which is set by the pilot The planned flight altitude indicating the flight altitude is acquired. The altitude abnormality determination unit 122 determines whether or not the instruction flight altitude acquired by the information acquisition unit 121 matches the planned flight altitude.
Thereby, the control alarm device 10 according to the present embodiment can determine in advance that the aircraft reaches an altitude exceeding the allowable range due to a pilot setting error. Therefore, the control alarm device 10 according to the present embodiment can improve safety in aircraft control.

The air traffic control system 1 according to the present embodiment includes an ADS receiver 60 (an example of a receiver), a control alarm device 10, and an air traffic controller 50. The ADS receiver 60 receives downlink information transmitted by the aircraft. The air traffic control device 50 outputs an alarm indicating that the aircraft exceeds the predetermined allowable range when the control alarm device 10 determines that the aircraft exceeds the predetermined allowable range (for example, the display unit 52). ).
As a result, the air traffic control system 1 according to the present embodiment can improve safety in the control of the aircraft, similarly to the traffic control alarm device 10.

In addition, the control alarm method according to the present embodiment includes an acquisition step and a determination step. In the acquisition step, the control alarm device 10 includes flight parameter information including at least the flight altitude of the aircraft measured by the aircraft and the information indicating the change of the flight altitude, among the downlink information transmitted by the aircraft; Obtaining a scheduled flight altitude indicative of the scheduled flight altitude of the aircraft; In the determination step, the flight control information including at least the information indicating the flight altitude of the aircraft and the change in the flight altitude acquired by the control alarm device 10 in the acquisition step, and the planned flight altitude included in the flight plan of the aircraft, Based on the above, it is determined whether or not the aircraft passes the planned flight altitude and exceeds a predetermined allowable range at the planned flight altitude before the predetermined allowable range is exceeded.
As a result, the control alarm method according to the present embodiment can improve safety in the control of the aircraft, similarly to the control alarm device 10.

[Second Embodiment]
Next, a control alarm device 10 and an air traffic control system 1 according to a second embodiment will be described with reference to the drawings.
The control alarm device 10 in the present embodiment is the same as the configuration in the first embodiment shown in FIGS. 1 and 2 except that the calculation method of the predicted arrival altitude of the aircraft by the altitude abnormality determination unit 122 is different. Since there is, explanation is omitted here.

  The altitude abnormality determination unit 122 in the present embodiment is based on the altitude of the highest point where the aircraft reaches within a predetermined period based on the flight altitude of the aircraft and information indicating the change in the flight altitude (for example, vertical speed). Estimate a certain predicted altitude. In addition, this predetermined period may be determined based on the interval of the periodic notification when, for example, the downlink information is regularly notified, or the length of time until the next downlink information is acquired. It may be determined based on this. The altitude abnormality determination unit 122 determines whether or not the estimated predicted altitude is an altitude between the flight altitude of the aircraft and a predetermined threshold within a predetermined allowable range. It is determined whether or not it exceeds.

Here, with reference to FIG. 9, an example of the predicted reach height calculation processing and determination processing by the height abnormality determination unit 122 in the present embodiment will be described.
FIG. 9 is a diagram for explaining determination of altitude abnormality according to the present embodiment. In this figure, altitude H1, altitude H2, altitude H1H, altitude H1L, altitude H2L, and threshold (altitude TH1) are the same as in the example shown in FIG. Also, ΔH is, for example, 300 feet, which is the same as the example shown in FIG.

  In the example shown in FIG. 9, the aircraft AP4 to AP6 rises due to takeoff, for example, and shifts to horizontal flight at a planned flight altitude (altitude H1) by an autopilot. In this embodiment, the altitude abnormality determination unit 122 calculates a predicted arrival altitude that is the altitude of the highest point that the aircraft will reach within a predetermined period based on the current altitude and the current rate of increase (vertical speed).

  In the example shown in FIG. 9, for example, the aircrafts AP1 to AP3 are lifted by takeoff and are shifted to a horizontal flight at a planned flight altitude (altitude H1) by an autopilot. In the present embodiment, the altitude abnormality determination unit 122 calculates the predicted arrival altitude that the aircraft will reach within the predetermined period T1 based on the flight altitude of the aircraft and information indicating the change in the flight altitude.

  Here, the predicted arrival altitude calculated by the altitude abnormality determination unit 122 for the aircraft AP4 is the altitude EH4. In this case, the altitude abnormality determination unit 122 determines that the aircraft AP4 exceeds a predetermined allowable range. Further, the predicted arrival altitude calculated by the altitude abnormality determination unit 122 for the aircraft AP5 is the altitude EH5. In this case, the altitude abnormality determination unit 122 determines that the aircraft AP5 exceeds a predetermined allowable range. Also, the predicted arrival altitude calculated by the altitude abnormality determination unit 122 for the aircraft AP6 is the altitude EH6. In this case, the altitude abnormality determination unit 122 determines that the aircraft AP6 does not exceed a predetermined allowable range.

As described above, in the example illustrated in FIG. 9, the altitude abnormality determination unit 122 determines that the aircraft AP4 and the aircraft AP5 exceed the predetermined allowable range, and the alarm processing unit 123 determines the predetermined value based on the determination result. Before exceeding the permissible range, an alarm indicating altitude abnormality can be output. The altitude abnormality determination unit 122 determines that the aircraft AP6 does not exceed a predetermined allowable range.
In the example shown in FIG. 9, the case where the aircraft ascends and level-flies at the planned flight altitude has been described, but the same applies to the case where the aircraft descends and flies horizontally at the planned flight altitude.

Next, an example of the operation of the control alarm device 10 according to the present embodiment will be described with reference to FIG.
FIG. 10 is a flowchart showing an example of the operation of the control alarm device 10 according to the present embodiment.
In this figure, the processing in step S301 and step S302 is the same as the processing in step S201 and step S202 shown in FIG.

  In step S303, the altitude abnormality determination unit 122 calculates a predicted arrival altitude that is reached when the current aircraft state is maintained for a predetermined period necessary for the aircraft to move to level flight. That is, the altitude abnormality determination unit 122 determines whether the aircraft is based on the “flight altitude” and “vertical speed” (for example, the rate of increase) acquired by the information acquisition unit 121 and the planned flight altitude (for example, “flight plan altitude”). Is calculated for the predicted arrival altitude (altitudes EH4 to EH6 in FIG. 9) to be reached in a predetermined period (period T1 in FIG. 9).

Next, the altitude abnormality determination unit 122 determines whether or not the predicted arrival altitude is between the planned flight altitude and a predetermined threshold (step S304). That is, the altitude abnormality determination unit 122 calculates the predicted predicted altitude (altitudes EH4 to EH6 in FIG. 9) between the planned flight altitude (altitude H1 in FIG. 9) and a predetermined threshold (altitude TH1 in FIG. 9). It is determined whether or not there is. The altitude abnormality determination unit 122 returns the process to step S301 when the predicted arrival altitude is between the planned flight altitude and a predetermined threshold (step S304: YES). Also, the altitude abnormality determination unit 122 advances the process to step S305 when the predicted arrival altitude is not between the planned flight altitude and a predetermined threshold (step S304: NO).
The subsequent processing in step S305 is the same as the processing in step S205 shown in FIG.

As described above, in the control alarm device 10 according to the present embodiment, the altitude abnormality determination unit 122 determines whether the aircraft is predetermined based on the flight altitude of the aircraft and information indicating the change in the flight altitude (for example, vertical speed). Estimated predicted arrival altitude reaching this period. The altitude abnormality determination unit 122 determines whether or not the estimated predicted altitude is an altitude between the flight altitude of the aircraft and a predetermined threshold within a predetermined allowable range. It is determined whether or not it exceeds.
As a result, the control alarm device 10 according to the present embodiment can accurately determine whether or not the aircraft exceeds the predetermined allowable range at the planned flight altitude with simple means as in the first embodiment. .

The present invention is not limited to the above embodiments, and can be modified without departing from the spirit of the present invention.
For example, in each of the above embodiments, the altitude abnormality determination unit 122 has described an example in which the predicted arrival altitude is estimated using the flight altitude and the vertical speed (increase / decrease rate) in the downlink information. It is not limited to this. For example, the altitude abnormality determination unit 122 may estimate the predicted arrival altitude based on other flight parameters (eg, atmospheric speed, ground speed, roll angle, track angle) in the downlink information. Further, although the example in which the altitude abnormality determination unit 122 estimates by calculating the predicted arrival altitude has been described, the predicted arrival altitude corresponding to parameters such as the flight altitude and the vertical speed (increase / decrease rate) is tabulated beforehand. Thus, the predicted arrival height may be estimated by referring to this table.

  Further, the altitude abnormality determination unit 122 calculates the predicted flight path of the aircraft based on the flight parameter information, and the calculated predicted flight path passes the planned flight altitude and sets a predetermined threshold value within a predetermined allowable range. Depending on whether or not it exceeds the predetermined allowable range, it may be determined that the predetermined allowable range is exceeded before the predetermined allowable range is exceeded. Also in this case, the control alarm device 10 has the same effects as those of the first and second embodiments.

Further, in each of the above embodiments, the example in which the threshold value (altitude TH1) is an altitude between the planned flight altitude (altitude H1) and the upper limit altitude (altitude H1H) has been described. , It may be set to a value equal to the planned flight altitude (altitude H1) or the upper limit altitude (altitude H1H).
In the second embodiment, the example in which the predetermined period T1 required for the aircraft to move to level flight uses the same period has been described. However, the aircraft model, weather information, atmospheric speed, ground Different values may be set according to the speed or the like.

  Further, in each of the above embodiments, the case where the plan flight altitude used in the flight plan information acquired from the flight information management device 20 has been described, but the “selected altitude” included in the downlink information is described. It may be used as the planned flight altitude.

Moreover, in each said embodiment, although the case where the control alarm apparatus 10 was comprised as an independent apparatus was demonstrated, it is not limited to this. For example, the information processing device 40 or the air traffic control device 50 may be configured to include all or part of the functions of the control alarm device 10. In addition, the control alarm device 10 may be configured to be distributed among a plurality of devices.
In each of the above embodiments, the air traffic control device 50 has described an example in which an alarm indicating that the aircraft exceeds a predetermined allowable range at the planned flight altitude is output to the display unit 52 (an example of an output unit). A sound alarm may be output to a speaker or the like.

In each of the above embodiments, the altitude abnormality determination unit 122 has been described as an example in which it is determined whether the aircraft passes the planned flight altitude and exceeds a predetermined allowable range at the planned flight altitude. As described above, it may be determined whether or not the designated flight altitude designated by the controller matches the “selected altitude” (planned altitude) included in the downlink information.
For example, the controller gives an instruction flight altitude based on the flight plan information to the pilot of the aircraft, and also uses identification information for identifying the aircraft to the air traffic control device 50 via the input unit 51 (for example, “aircraft name (flight number)). )) And the designated flight altitude. The air traffic control device 50 stores the identification information received via the input unit 51 and the instruction flight altitude in the storage unit 11 in association with each other.
On the other hand, in the case of an aircraft, the pilot sets the instruction flight altitude indicated by the controller as the scheduled flight altitude. That is, the instruction flight altitude indicated by the controller is set in the transponder 70 as the scheduled flight altitude.

  The information acquisition unit 121 acquires the scheduled flight altitude and the identification information (for example, “aircraft name (flight name)”) included in the downlink information and the identification information (for example, “aircraft name (flight name)”). ) Is acquired from the storage unit 11. Then, the altitude abnormality determination unit 122 determines whether the instruction flight altitude acquired by the acquisition unit matches the planned flight altitude. The altitude abnormality determination unit 122 displays a warning indicating that the planned flight altitude set for the aircraft is abnormal when the indicated flight altitude and the planned flight altitude do not coincide with each other. ).

As described above, the information acquisition unit 121 includes the designated flight altitude indicating the planned flight altitude of the aircraft instructed by the controller and the planned flight altitude included in the downlink information transmitted by the aircraft, which is set by the pilot. A scheduled flight altitude indicating the scheduled flight altitude may be acquired. Then, the altitude abnormality determination unit 122 may determine whether the instruction flight altitude acquired by the information acquisition unit 121 matches the planned flight altitude.
Thereby, the air traffic control apparatus 50 can output the warning which shows that it is abnormal, for example, when a pilot mistakenly sets the planned flight altitude. That is, the air traffic control device 50 can determine the setting error of the scheduled flight altitude by the pilot before the aircraft exceeds a predetermined allowable range at the indicated flight altitude indicated by the controller. Therefore, the air traffic control device 50 can improve safety in aircraft control.

In addition, each structure with which the air traffic control system 1 mentioned above has a computer system inside. And the program for implement | achieving the function of each structure with which the above-mentioned air traffic control system 1 is provided is recorded on a computer-readable recording medium, the program recorded on this recording medium is read into a computer system, and is executed. Thus, the processing in each component included in the air traffic control system 1 described above may be performed. Here, “loading and executing a program recorded on a recording medium into a computer system” includes installing the program in the computer system. The “computer system” here includes an OS and hardware such as peripheral devices.
Further, the “computer system” may include a plurality of computer devices connected via a network including a communication line such as the Internet, WAN, LAN, and dedicated line. The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. As described above, the recording medium storing the program may be a non-transitory recording medium such as a CD-ROM.

  The recording medium also includes a recording medium provided inside or outside that is accessible from the distribution server in order to distribute the program. It should be noted that the program may be divided into a plurality of parts and downloaded at different timings, and the structure combined with each component included in the air traffic control system 1 or the distribution server that distributes each of the divided programs may be different. Furthermore, a “computer-readable recording medium” holds a program for a certain period of time, such as a volatile memory (RAM) inside a computer system that becomes a server or client when the program is transmitted via a network. Including things. The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, and what is called a difference file (difference program) may be sufficient.

  Moreover, you may implement | achieve part or all of the function mentioned above as integrated circuits, such as LSI (Large Scale Integration). Each function described above may be individually made into a processor, or a part or all of them may be integrated into a processor. Further, the method of circuit integration is not limited to LSI, and may be realized by a dedicated circuit or a general-purpose processor. In addition, when an integrated circuit technology that replaces LSI appears due to the advancement of semiconductor technology, an integrated circuit based on the technology may be used.

In the air traffic control system 1 described above, the processing is performed based on the flight plan received from the flight information management device 20, but the information processing device 40 performs trajectory information (identifying the aircraft) indicating the planned trajectory of the aircraft based on the flight plan or the like. A function for creating identification information (for example, aircraft name (flight number)), position information indicating the position of a planned trajectory (for example, latitude, longitude, planned altitude), a scheduled time, and a squeak code) It is good also as using trajectory information instead of a flight plan.
The information indicating the position of the planned trajectory may be, for example, FIX (fix) indicating a passing point on the route, or may be a position where a course other than FIX changes, or a position where the direction changes. Good. The information indicating the position of the planned trajectory may be designated in advance by the controller, or may be a position extracted by a predetermined algorithm.

DESCRIPTION OF SYMBOLS 1 Air traffic control system 10 Control warning device 11, 21, 41, 54 Memory | storage part 12 Control part 20 Flight information management apparatus 22 Management processing part 30 Radar apparatus 40 Information processing apparatus 42 Control information processing part 50 Air traffic control apparatus 51 Input part 52 Display Unit 53 Control control unit 60 ADS receiver 70 Transponder 121 Information acquisition unit 122 Altitude abnormality determination unit 123 Alarm processing unit

Claims (7)

Of the downlink information transmitted by the aircraft, flight parameter information including at least information indicating the flight altitude of the aircraft measured by the aircraft and changes in the flight altitude, and scheduled flight indicating the planned flight altitude of the aircraft An acquisition unit for acquiring altitude,
The aircraft estimated based on the flight parameter information including at least information indicating the flight altitude of the aircraft and the change in the flight altitude acquired by the acquisition unit, and information indicating the flight altitude of the aircraft and the change in the flight altitude. Whether or not the aircraft passes the planned flight altitude and exceeds a predetermined allowable range at the planned flight altitude based on the predicted altitude reached when the aircraft enters a level flight and the planned flight altitude A control alarm device comprising: a determination unit that determines   The determination unit estimates the predicted arrival altitude based on the flight altitude of the aircraft and information indicating a change in the flight altitude, and the estimated predicted arrival altitude is calculated based on the flight altitude of the aircraft and the predetermined altitude. Determining whether the aircraft exceeds the predetermined tolerance range according to whether the altitude is between a predetermined threshold value within a certain tolerance range
  The control alarm device according to claim 1. An alarm that, when the determination unit determines that the predetermined allowable range is exceeded, outputs an alarm indicating that the aircraft exceeds the predetermined allowable range before the output unit exceeds the predetermined allowable range. control alarm device according to claim 1 or claim 2, characterized in that it comprises a processing unit. The acquisition unit, an instruction flight altitude indicating altitude flight traffic controllers are scheduled aircraft indicated, the scheduled flight a altitude the aircraft is contained in the sending downlink information, which is scheduled pilot set acquires the said predetermined flight altitude indicating the flight altitude,
The determination unit, the acquisition unit acquires, as the instruction flight altitude, you determine whether the said predetermined flight altitude matches
Control alarm device according to claim 1, wherein the this. A receiving device for receiving the downlink information transmitted by the aircraft;
The control alarm device according to any one of claims 1 to 4 ,
An air traffic control device having an output unit that outputs an alarm indicating that the aircraft exceeds the predetermined allowable range when the control alarm device determines that the aircraft exceeds the predetermined allowable range. An air traffic control system. Flight parameter information including at least information indicating the flight altitude of the aircraft measured by the aircraft, and a change in flight altitude, among the downlink information transmitted by the aircraft, and the scheduled flight of the aircraft An acquisition step for acquiring a planned flight altitude indicating an altitude;
Flight parameter information including at least information indicating a flight altitude of the aircraft and a change in the flight altitude acquired by the control alarm device in the acquisition step, and information indicating a flight altitude of the aircraft and a change in the flight altitude Based on the predicted arrival altitude reached when the aircraft is shifted to a level flight estimated based on and the planned flight altitude included in the flight plan of the aircraft, the aircraft passes the planned flight altitude, And a determination step of determining whether or not a predetermined allowable range at the scheduled flight altitude is exceeded. On the computer,
Of the downlink information transmitted by the aircraft, flight parameter information including at least information indicating the flight altitude of the aircraft measured by the aircraft and changes in the flight altitude, and scheduled flight indicating the planned flight altitude of the aircraft An acquisition step to acquire altitude and
The flight parameter information including at least information indicating the flight altitude of the aircraft and the change in the flight altitude acquired in the acquisition step, and the information estimated based on the information indicating the flight altitude of the aircraft and the change in the flight altitude. Based on the predicted arrival altitude that is reached when the aircraft enters level flight and the planned flight altitude included in the flight plan of the aircraft, the aircraft passes through the planned flight altitude, and the predetermined flight altitude is determined. And a determination step for determining whether or not the allowable range is exceeded.

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