JP7094413B1 - Towing support device, towing support method and towing support program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shorten a waiting time in the vicinity of a runway when towing across a runway. SOLUTION: The arrival time calculation unit 23 is after the travel time from the movement source where the towed aircraft is located to the crossing point on the runway after the startable time of towing when performing towing across the runway. Identify the arrival time, which is the time. The crossing period specifying unit 24 is the reference period after the arrival time among the plurality of reference periods, and the crossing time for crossing the runway other than the occupied time occupied by the aircraft taking off and landing on the runway. The above reference period is specified as the cross-sectional period. The start time setting unit 25 sets the towing movement start time so that the runway can be reached during the crossing period. [Selection diagram] Fig. 2

Description

The present disclosure relates to techniques for assisting towing across an airport runway.

At airports, aircraft parked at a spot in one terminal may be towed and moved to a spot in another terminal by a towing car. Depending on the configuration of the airport, you may have to cross the runway to move the aircraft to the destination spot. Crossing the runway should be done during times when the takeoff and landing aircraft are not using the runway.
Although there is a scheduled time for the takeoff and landing of the aircraft, there will be a gap due to the influence of wind strength and other factors. Therefore, in a crowded airport, it is difficult to know exactly when the runway can be crossed. There is a time limit for the aircraft to arrive at the destination spot. In order to make sure that the deadline is met, the current operation is to start towing early, move to the vicinity of the runway, and wait until it is ready to cross the runway.

In Patent Document 1, for aircraft using the same runway, the arrival time to the runway is calculated from the departure time and the travel time to the runway, and the interval between the preceding aircraft and the takeoff time according to the order of arrival time. It is stated that it will be attached. Further, Patent Document 1 describes that the off-block time in time for the takeoff time is calculated from the travel time to the runway.

Japanese Unexamined Patent Publication No. 2015-90510

Patent Document 1 describes calculating the off-block time of an aircraft taking off, but does not describe the time at which towing starts.
It is an object of the present disclosure to make it possible to shorten the waiting time in the vicinity of the runway when towing across the runway.

The towing support device according to this disclosure is
Arrival that specifies the arrival time, which is the time after the travel time from the source of the aircraft to be towed to the crossing point on the runway, rather than the start time of towing when performing towing across the runway. Time calculation unit and
Of the plurality of reference periods, the reference period after the arrival time calculated by the arrival time calculation unit, which is other than the occupied time occupied by the aircraft taking off and landing on the runway, is the runway. The crossing period specification part that specifies the reference period that is longer than the crossing time as the crossing period,
A start time setting unit for setting a towing movement start time so that the runway can be reached during the crossing period specified by the crossing period specifying unit is provided.

In the present disclosure, a reference period in which the runway may be crossed is specified, and the towing start time is set from the reference period. As a result, it is not necessary to start towing in the dark clouds and wait near the runway, and the waiting time near the runway can be shortened.

The block diagram of the towing support system 100 which concerns on Embodiment 1. FIG. The block diagram of the towing support apparatus 10 which concerns on Embodiment 1. FIG. The explanatory view of the ground traveling time information 31 which concerns on Embodiment 1. FIG. The explanatory view of the occupancy time information 32 which concerns on Embodiment 1. The flowchart of the process of the towing support apparatus 10 which concerns on Embodiment 1. Explanatory drawing of aircraft information 33 which concerns on Embodiment 1. The explanatory view of the occupancy time specifying process (step S12 of FIG. 5) which concerns on Embodiment 1. FIG. The explanatory view of the start information 34 which concerns on Embodiment 1. FIG. An explanatory diagram of a cross-sectional period specifying process (step S15 in FIG. 5) according to the first embodiment. An explanatory diagram of a cross-sectional period specifying process (step S15 in FIG. 5) according to the first embodiment. The explanatory view of the start time setting process (step S17 of FIG. 5) which concerns on Embodiment 1. FIG. An explanatory diagram of a movement start time set by the towing support device 10 according to the first embodiment. The explanatory view of the movement start time set by the towing support apparatus 10 which concerns on modification 1. FIG. The block diagram of the towing support apparatus 10 which concerns on modification 3.

Embodiment 1.
*** Explanation of configuration ***
The configuration of the towing support system 100 according to the first embodiment will be described with reference to FIG.
The towing support system 100 includes a towing support device 10, an air traffic control system 50, and a plurality of operator terminals 60. The towing support device 10 is connected to the air traffic control system 50 via the transmission line 71, and is connected to each operator terminal 60 via the transmission line 72.
The towing support device 10 is a computer that sets the start time of towing. The air traffic control system 50 is a computer that manages information such as aircraft taking off and landing at an airport. The operator terminal 60 is a computer such as a PC (Personal Computer) or a tablet terminal used by an airport operator.

The configuration of the towing support device 10 according to the first embodiment will be described with reference to FIG.
The towing support device 10 includes hardware such as a processor 11, a memory 12, a storage 13, and a communication interface 14. The processor 11 is connected to other hardware via a signal line and controls these other hardware.

The processor 11 is an IC (Integrated Circuit) that performs processing. Specific examples of the processor 11 are a CPU (Central Processing Unit), a DSP (Digital Signal Processor), and a GPU (Graphics Processing Unit).

The memory 12 is a storage device that temporarily stores data. As a specific example, the memory 12 is a SRAM (Static Random Access Memory) or a DRAM (Dynamic Random Access Memory).

The storage 13 is a storage device for storing data. As a specific example, the storage 13 is an HDD (Hard Disk Drive). The storage 13 includes SD (registered trademark, Secure Digital) memory card, CF (CompactFlash, registered trademark), NAND flash, flexible disk, optical disk, compact disk, Blu-ray (registered trademark) disk, DVD (Digital Versaille Disk), and the like. It may be a portable recording medium.

The communication interface 14 is an interface for communicating with an external device. As a specific example, the communication interface 14 is a port of Ethernet (registered trademark), USB (Universal Serial Bus), HDMI (registered trademark, High-Definition Multimedia Interface).

The towing support device 10 includes an acquisition unit 21, an occupancy time specifying unit 22, an arrival time calculation unit 23, a crossing period specifying unit 24, and a start time setting unit 25 as functional components. The functions of each functional component of the towing support device 10 are realized by software.
The storage 13 stores a program that realizes the functions of each functional component of the towing support device 10. This program is read into the memory 12 by the processor 11 and executed by the processor 11. As a result, the functions of each functional component of the towing support device 10 are realized.

The storage 13 stores the ground traveling time information 31 and the occupied time information 32.

In FIG. 2, only one processor 11 is shown. However, the number of processors 11 may be plural, and the plurality of processors 11 may execute programs that realize each function in cooperation with each other.

*** Explanation of operation ***
The operation of the towing support device 10 according to the first embodiment will be described with reference to FIGS. 3 to 12.
The operation procedure of the towing support device 10 according to the first embodiment corresponds to the towing support method according to the first embodiment. Further, the program that realizes the operation of the towing support device 10 according to the first embodiment corresponds to the towing support program according to the first embodiment.

The ground traveling time information 31 according to the first embodiment will be described with reference to FIG.
The ground travel time information 31 indicates the travel time required when the aircraft is moved from the spot of the movement source to the crossing point of the runway by towing. The ground travel time information 31 includes a travel time for each combination of the spot of the movement source and the crossing point of the runway. The combination of the spot of the movement source and the crossing point of the runway may be all combinations or only necessary combinations. In the first embodiment, the aircraft to be towed is described as being in the spot. However, the towed aircraft may not be in the spot, but in other places such as the hangar. Therefore, the source of movement of the towed aircraft is not limited to the spot. Similarly, in Embodiment 1, the aircraft to be towed will be described as being moved to a spot. However, the towed aircraft may be moved to another location, such as a hangar, rather than a spot. Therefore, the destination of the towed aircraft is not limited to the spot.
When the traveling time changes depending on the towed aircraft, the ground traveling time information 31 may include the traveling time for each aircraft for each combination.

The occupancy time information 32 according to the first embodiment will be described with reference to FIG.
The occupancy time information 32 indicates the occupancy time when the runway is occupied by the aircraft. The occupancy time information 32 includes the occupancy time by the arriving aircraft, the occupancy time by the departure aircraft, and the occupancy time by towing for each rear turbulence classification.
The rear turbulence classification is classified into J (Jumbo), H (Heavy), M (Medium), and L (Light). Which rear turbulence classification corresponds to is determined for each model of aircraft.
The occupancy time by the arriving aircraft is the time for the arriving aircraft to occupy the runway from a certain time before landing until it exits the taxiway. Occupancy time by the departure aircraft is the time it takes for the departure aircraft to occupy the runway from the time it enters the runway until a certain time after takeoff. The strength of the eddy caused by the size of the aircraft differs. Therefore, the occupancy time by the arriving aircraft and the occupancy time by the departing aircraft differ depending on the rear turbulence classification.
The towing occupancy time is the time required for the towed aircraft to cross the runway. The time it takes to cross the runway depends on the size of the aircraft. Therefore, the occupied time due to towing differs depending on the rear turbulence classification. It should be noted that the time required to cross the runway differs depending on whether a towing car of the toe bar type is used or a towing car of the toe barless type is used for towing. Therefore, the occupancy time information 32 may separately include the occupancy time due to towing for the toe bar and the toe barless.

In the first embodiment, the occupancy time is determined for each rear turbulence category. However, if it is possible to determine the occupancy time for each of the finer divisions, the occupancy time may be determined for each division. For example, if it is possible to set the occupancy time for each model, the occupancy time may be set for each model.

With reference to FIG. 5, the flow of processing of the towing support device 10 according to the first embodiment will be described.
(Step S11: Aircraft information acquisition process)
The acquisition unit 21 acquires aircraft information 33 about aircraft taking off and landing at the airport from the air traffic control system 50 via the communication interface 14. As shown in FIG. 6, the aircraft information 33 includes a departure / arrival classification, an ACID, a TYPE, a spot, a landing time, a takeoff time, and a runway used.
The departure / arrival category indicates whether the aircraft departs from the airport or arrives at the airport. The ACID is the identification information of the aircraft. TYPE is the model of the aircraft. The spot is the identification information of the tarmac. The landing time is the scheduled time when the arriving aircraft will land on the runway. The takeoff time is the scheduled time for the departure aircraft to take off from the runway. The runway used is the runway on which the aircraft will land or take off.

(Step S12: Occupancy time specifying process)
The occupancy time specifying unit 22 specifies the occupancy time of the runway for each aircraft indicated by the aircraft information 33 acquired in step S11.

A specific description will be given with reference to FIG. 7.
The occupancy time specifying unit 22 sets each of a plurality of reference periods obtained by dividing the time into predetermined reference periods such as 10 minutes as the target reference period. The occupancy time specifying unit 22 identifies an aircraft that will land or take off during the target reference period for the target runway. The target runway is one of the runways at the airport that may be crossed by towing. If there are multiple runways that may be crossed by towing, each runway will be the target runway. Here, assuming that there is only one target runway, it is simply referred to as a runway in the following description.
The occupancy time specifying unit 22 sets each specified aircraft as the target aircraft. The occupancy time specifying unit 22 specifies the rear turbulence classification from the model of the target aircraft indicated by the TYPE of the aircraft information 33. The occupancy time specifying unit 22 specifies the occupancy time of the runway by the target aircraft from the specified rear turbulence classification and the departure / arrival classification of the aircraft information 33 with reference to the occupancy time information 32. The occupancy time of the runway is the occupancy time by the arrival aircraft if the departure / arrival category is arrival, and the occupancy time by the departure aircraft if the departure / arrival category is departure. The occupancy time specifying unit 22 specifies the occupancy time of the runway from the landing time or takeoff time of the target aircraft, assuming that the runway is occupied by the target aircraft by the occupancy time of the runway.

FIG. 7 shows that the aircraft of AC1 and AC3 arrive and the aircraft of AC2 departs between 10:10 and 10:20, which is one reference period. In FIG. 7, the one in which the upper part of the figure showing the aircraft is painted black represents the departure aircraft. It is shown that the occupancy time of AC1 is from 10:10 to 10:12, the occupancy time of AC2 is from 10:13 to 10:14, and the occupancy time of AC3 is from 10:17 to 10:18. Has been done. Similarly, the occupied time by the aircraft taking off and landing is shown for the other reference periods, such as between 10:20 and 10:30, and between 10:30 and 10:40.

The specified occupancy time is the time occupied when landing or takeoff is performed at the scheduled time. In reality, the landing of the aircraft may deviate from the scheduled time due to the influence of wind. Therefore, the runway may be occupied at a time different from the specified occupied time.

(Step S13: Startable time acquisition process)
The acquisition unit 21 acquires towing start information 34 from any operator terminal 60 via the communication interface 14. The start information 34 is input from the operator terminal 60 by the operator when the towing schedule is decided. As shown in FIG. 8, the start information 34 includes an ACID, a TYPE, a movement source spot, a movement destination spot, a runway crossing point, and a startable time.
The ACID is the identification information of the aircraft to be towed. TYPE is the type of aircraft to be towed. The source spot is the identification information of the tarmac where the towed aircraft is located. The destination spot is the identification information of the tarmac to which the towed aircraft is moved. The runway crossing point is the name of the taxiway that crosses the runway. The startable time is the time when towing can be started.

(Step S14: Arrival time calculation process)
The arrival time calculation unit 23 sets the start information 34 acquired in step S13 to the target start information 34 in the order of acquisition. The arrival time calculation unit 23 may set the target start information 34 in order from the earliest possible start time indicated by the start information 34.
The arrival time calculation unit 23 calculates the arrival time, which is the time after the travel time from the spot where the towed aircraft is located to the crossing point on the runway, after the towing start time indicated by the target start information 34. do. The spot where the towed aircraft is located is the source spot indicated by the target start information 34, and the crossing point on the runway is the runway crossing point indicated by the target start information 34. The arrival time calculation unit 23 refers to the ground travel time information 31 to specify the travel time corresponding to the spot where the towed aircraft is located and the crossing point on the runway. The arrival time calculation unit 23 calculates the arrival time by adding the traveling time to the towing startable time indicated by the target start information 34.

(Step S15: Cross-sectional period specifying process)
Of the plurality of reference periods, the crossing period specifying unit 24 glides during the reference period after the arrivalable time calculated in step S14, other than the occupied time occupied by the aircraft taking off and landing on the runway. The reference period that is equal to or longer than the crossing time across the road is specified as the crossing period. Here, the crossing period specifying unit 24 specifies the reference period that is after the arrivalable time and starts at the earliest time among the reference periods in which the other time is equal to or longer than the crossing time as the crossing period. The reference period after the arrival time is the reference period including the arrival time and the reference period after that.

This will be specifically described with reference to FIGS. 9 and 10.
The crossing period specifying unit 24 sets the reference period including the arrival time as the target reference period. The crossing period specifying unit 24 determines whether or not there is time to cross the runway in the target reference period. When the crossing period specifying unit 24 determines that there is time to cross the runway, the crossing period specifying unit 24 sets the target reference period as the crossing period and proceeds to the process in step S16. On the other hand, if the crossing period specifying unit 24 determines that there is no time to cross the runway, the next reference period is set as the target reference period, and whether or not there is time to cross the runway again. To judge.

Specifically, the crossing period specifying unit 24 specifies the rear turbulence classification from the model of the aircraft indicated by the TYPE of the target start information 34. The crossing period specifying unit 24 refers to the occupancy time information 32 and specifies the occupancy time due to towing as the crossing time across the runway from the specified rear turbulence classification. The crossing period specifying unit 24 sets the runway in the target reference period if the other time other than the occupied time occupied by the aircraft taking off and landing on the runway in the target reference period is equal to or longer than the crossing time across the runway. Determine that you have time to cross. When the crossing period specifying unit 24 determines that there is time to cross the runway in the target reference period, the crossing period specifying unit 24 sets the target reference period as the crossing period.
The other time is the time obtained by subtracting the total time occupied by the runway by the aircraft scheduled to take off and land during the target reference period from the reference period. If the runway is occupied by another towing, the other time will be the occupied time occupied by the aircraft scheduled to take off and land during the target reference period, and the target reference period. It is the time obtained by subtracting the total time from the reference period from the time occupied by the runway due to towing.

FIG. 9 shows a process of setting the crossing period of the towing 1 in the example shown in FIG. The arrival time of towing 1 is 10:12. Therefore, the reference period from 10:10 to 10:20 is initially set as the target reference period.
During the target reference period, aircraft of AC1, AC2 and AC3 will take off and land. The runway occupancy time of each aircraft is 10:10 to 10:12, 10:13 to 10:14, and 10:17 to 10:18. Therefore, it is a total of 7 minutes. Here, it is assumed that the crossing time of towing 1 is 2 minutes. In this case, the other time of 3 minutes, which is obtained by subtracting 7 minutes from the reference period of 10 minutes, is 2 minutes or more, which is the crossing time of towing 1. Therefore, the reference period from 10:10 to 10:20 is set as the crossing period of towing 1. That is, the reference period including the arrival time of 10:12 is set as the crossing period of towing 1.

FIG. 10 shows a process of setting the crossing period of the towing 2 after the crossing period of the towing 1 shown in FIG. 9 is set. The arrival time of towing 2 is 10:13. Therefore, the reference period from 10:10 to 10:20 is initially set as the target reference period. Here, it is assumed that the crossing time of towing 2 is 2 minutes.
As mentioned above, the total runway occupancy time of the aircraft taking off and landing during the target reference period is 7 minutes. Further, the occupancy time of the towing 1 is 2 minutes. Therefore, 1 minute, which is the other time obtained by subtracting these total times of 9 minutes (= 7 minutes + 2 minutes) from the reference period of 10 minutes, is less than 2 minutes, which is the crossing time of towing 2. Therefore, the reference period from 10:10 to 10:20 is not set to the crossing period of towing 2.
Then, the next reference period from 10:20 to 10:30 is set as the target reference period. Then, as a result of the determination, the reference period from 10:20 to 10:30 is set as the crossing period of the towing 2.

(Step S16: Occupancy time addition process)
The crossing period specifying unit 24 adds the crossing time for the target start information 34 as the occupied time occupying the runway to the crossing period specified in step S15. The crossing time for the target start information 34 is the occupied time by towing in the occupied time information 32 according to the rear turbulence classification specified from the aircraft type indicated by the TYPE of the target start information 34.
That is, in FIG. 9, 2 minutes, which is the crossing time of towing 1, is added as the occupancy time in the reference period from 10:10 to 10:20, and in FIG. 10, the reference period from 10:20 to 10:30. Two minutes, which is the crossing time of towing 2, is added to the period as the occupancy time.

(Step S17: Start time setting process)
The start time setting unit 25 sets the towing movement start time for the target start information 34 so that the runway crossing point can be reached during the crossing period specified in step S16. The start time setting unit 25 transmits the set movement start time to the operator terminal 60 from which the target start information 34 is acquired. The start time setting unit 25 may transmit the set movement start time to each operator terminal 60. Further, the start time setting unit 25 may disclose the set movement start time to each operator terminal 60 by some method.

This will be specifically described with reference to FIG.
The start time setting unit 25 specifies the start time of the crossing period specified in step S16. The start time setting unit 25 sets the time before the start time by the travel time from the spot where the towed aircraft is located to the crossing point on the runway as the travel start time. The travel time from the spot where the towed aircraft is located to the crossing point on the runway is as described in step S14.

FIG. 11 shows a process of setting the movement start time of the towing 1 in the example shown in FIG. The crossing period of towing 1 is from 10:10 to 10:20. Therefore, the start time of the crossing period is 10:10. Here, it is assumed that the travel time from the spot where the towed aircraft of Towing 1 is located to the crossing point on the runway is 8 minutes. Then, 10:02, which is 8 minutes before 10:10, is set as the movement start time of towing 1.

(Step S18: End determination process)
The acquisition unit 21 determines whether or not the towing movement start time has been set for all the acquired start information 34. When the acquisition unit 21 is set for all the start information 34, the acquisition unit 21 ends the process. On the other hand, when the start information 34 that has not been set remains, the acquisition unit 21 returns the process to step 14, sets the next start information 34 to the target start information 34, and causes the process to be executed.

A state in which movement start times for a plurality of towings are set will be described with reference to FIG.
FIG. 12 shows a state in which the crossing period of towings 3 and 4 is set after the crossing period of towing 2 shown in FIG. 10 is set, and the movement start time of towings 1 to 4 is set. It is assumed that the startable time for all of towings 1 to 4 is 10:05. As a result of executing the process shown in FIG. 5, 10:02 is set as the movement start time for towing 1, 10:10 is set as the movement start time for towing 2, and 10:17 is set as the movement start time for towing 3. The towing 4 is set at 10:11 as the movement start time. It should be noted that the towing 3 is allocated the occupied time before the towing 4. However, since the towing 3 has a shorter distance from the spot where the towed aircraft is located to the crossing point on the runway and the travel time is shorter than the towing 4, the towing 3 has a movement start time set later than the towing 4. There is.

Assuming that the runway can be crossed during the reference period to which the occupancy time is allocated, any towing requires at most the length of the reference period to wait near the runway.

*** Effect of Embodiment 1 ***
As described above, the towing support device 10 according to the first embodiment specifies a reference period in which the runway may be crossed, and sets the towing start time from the reference period. As a result, it is not necessary to start towing in the dark clouds and wait near the runway, and the waiting time near the runway can be shortened.

*** Other configurations ***
<Modification 1>
In the first embodiment, in the process of step S17 of FIG. 5, the start time setting unit 25 sets the time before the start time of the crossing period by the movement time as the movement start time. This is because the scheduled takeoff and landing times of the aircraft may be off, and it is difficult to pinpoint exactly when the crossing will be possible, so it will be near the runway at the start time of the crossing period. This is because it is desirable to move it.
However, the start time setting unit 25 may set a time before the start time of the occupancy time assigned to the towing by the movement time as the movement start time. This may, in some cases, reduce the waiting time near the runway. For example, the movement start times of the towings 1 to 4 shown in FIG. 12 are set with reference to the start time of the occupied time assigned to the towing as shown in FIG.

<Modification 2>
In the first embodiment, in the process of step S14 of FIG. 5, the crossing period specifying unit 24 is set to the target reference period in chronological order from the reference period including the arrivalable time. However, the crossing period specifying unit 24 may be set to the target reference period in chronological order from the reference period next to the reference period including the arrival time. That is, the reference period including the arrival time does not have to be set to the target reference period.
When the reference period including the arrival time is specified as the crossing period, the time before the start time of the reference period including the arrival time is set as the movement start time. However, this movement start time may be earlier than the startable time indicated by the start information 34. Therefore, the reference period including the arrival time does not have to be set to the target reference period. However, in reality, the startable time is often set with a margin, and the travel time is often set with a margin. Therefore, even if the movement start time is slightly earlier than the startable time, it often does not matter. In the first embodiment, in consideration of this point, the reference period including the arrival time is also set as the target reference period.

<Modification 3>
In the first embodiment, each functional component is realized by software. However, as a modification 3, each functional component may be realized by hardware. The difference between the third modification and the first embodiment will be described.

With reference to FIG. 14, the configuration of the towing support device 10 according to the modification 3 will be described.
When each functional component is realized by hardware, the towing support device 10 includes an electronic circuit 15 in place of the processor 11, the memory 12, and the storage 13. The electronic circuit 15 is a dedicated circuit that realizes the functions of each functional component, the memory 12, and the storage 13.

Examples of the electronic circuit 15 include a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, a logic IC, a GA (Gate Array), an ASIC (Application Specific Integrated Circuit), and an FPGA (Field-Programmable Gate Array). is assumed.
Each functional component may be realized by one electronic circuit 15, or each functional component may be distributed and realized by a plurality of electronic circuits 15.

<Modification example 4>
As a modification 4, some functional components may be realized by hardware, and other functional components may be realized by software.

The processor 11, the memory 12, the storage 13, and the electronic circuit 15 are referred to as a processing circuit. That is, the function of each functional component is realized by the processing circuit.

The "part" in the above description may be read as "circuit", "process", "procedure", "processing" or "processing circuit".

The embodiments and modifications of the present disclosure have been described above. Some of these embodiments and modifications may be combined and carried out. In addition, any one or several may be partially carried out. The present disclosure is not limited to the above embodiments and modifications, and various modifications can be made as necessary.

100 towing support system, 10 towing support device, 11 processor, 12 memory, 13 storage, 14 communication interface, 15 electronic circuit, 21 acquisition unit, 22 occupancy time identification unit, 23 arrival time calculation unit, 24 crossing period specification unit, 25 Start time setting unit, 31 Ground travel time information, 32 Occupation time information, 33 Aircraft information, 34 Start information, 50 Air control system, 60 Operator terminal, 71 transmission line, 72 transmission line.

Claims (8)

Arrival that calculates the arrival time, which is the time after the travel time from the source of the aircraft to be towed to the crossing point on the runway, after the towing start time when performing towing across the runway. Time calculation unit and
Of the plurality of reference periods, the reference period after the arrival time calculated by the arrival time calculation unit, which is other than the occupied time occupied by the aircraft taking off and landing on the runway, is the runway. The crossing period specification part that specifies the reference period that is longer than the crossing time as the crossing period,
A towing support device including a start time setting unit that sets a start time for towing movement so that the runway can be reached during the crossing period specified by the crossing period specifying unit. The crossing period specifying unit is described in claim 1, wherein the reference period that is after the arrivalable time and starts at the earliest time among the reference periods in which the other time is equal to or longer than the crossing time is specified as the crossing period. Towing support device. The towing support device according to claim 1 or 2, wherein the start time setting unit sets a time before the start time of the crossing period by the movement time as the movement start time. The crossing period specifying portion sets each of the plurality of towings as a target towing, and the target towing is other than the occupied time occupied by the aircraft taking off and landing on the runway and the towing other than the target towing. The towing support device according to any one of claims 1 to 3, wherein a reference period in which the other time is equal to or longer than the crossing time across the runway is specified as the crossing period. The other time is the total time of the occupancy time of the runway occupied by the aircraft scheduled to take off and land during the reference period and the occupancy time of the runway occupied by the other towing. The towing support device according to claim 4, which is the time subtracted from the period. The towing support device according to any one of claims 1 to 5, wherein the occupied time is determined according to the rear turbulence classification of the aircraft. Arrival time The arrival time is the time after the travel time from the source of the aircraft to be towed to the crossing point on the runway after the startable time of towing when the towing crossing the runway is performed by the arrival time calculation unit. Calculate the possible time,
The crossing period specifying part crosses the runway at a time other than the occupied time occupied by the aircraft taking off and landing on the runway, which is the reference period after the arrival time among the plurality of reference periods. Specify the reference period that is longer than the crossing time as the crossing period,
A towing support method in which the start time setting unit sets a towing movement start time so that the runway can be reached during the crossing period. Arrival that calculates the arrival time, which is the time after the travel time from the source of the aircraft to be towed to the crossing point on the runway, after the towing start time when performing towing across the runway. Time calculation processing and
Of the plurality of reference periods, the reference period after the arrival time calculated by the arrival time calculation process and other than the occupied time occupied by the aircraft taking off and landing on the runway is the runway. Cross-sectional period specification processing that specifies the reference period that is longer than the cross-sectional time as the cross-sectional period,
A towing support program that causes a computer to function as a towing support device that performs a start time setting process for setting a towing movement start time so that the runway can be reached during the crossing period specified by the crossing period specifying process.

Images